
Class L 

Book._ 



'Q 9 



CQEffilGHT DEPOSm 



KAILROAD STEUCTUEES 
AND ESTIMATES 



BY 

J. W. ORROCK 

M. Can. Soc. C. E., Mem. Am. Ry. Eng. Assoc, 
Pbin. Asst. Engineer C. P. R. 



SECOND EDITION, FULLY REVISED 



NEW YOKK 

JOHN WILEY & SONS, Inc. 

London: CHAPMAN & HALL, Limited 
1918 



The publishers and author will be grateful to readers who will kindly call 
attention to any errors in this volume. 










CoPTEiGHi, 1909, 1918, 

BY 

J. W. OREOCK 





Stanliopc ^css 

F. H.GILSON COMPANT 
BOSTON, U.S.A. 



JAN 25iy^8 rv ^ "^ 
^CI.A4815J3 



NOTE 

The prices given in this book are those which ruled in 
normal times, that is previous to 1915-16. 

There are no prices at the present time that would be 
of any value for comparative purposes. 



PREFACE TO THE SECOND EDITION. 

The chapters of this book have been rearranged to conform, 
as near as may be, with the classification of accounts as pre- 
scribed by the Interstate Commerce Commission, issue of 1914; 
there has also been added a large amount of new material and 
wherever possible the unit cost or an estimate is given for all 
items of track work, track structures and buildings. A feature has 
also been made of quantities for track material, that to a very 
large extent is not dealt with in other textbooks. 

It has often been said that cost figures are not of much value 
unless accompanied by exhaustive detail. This probably is correct 
from a contractor's standpoint, but it is also true that even with 
detailed figures any two jobs, built exactly alike and under the 
same conditions, will vary more in the details item for item than 
in the totals; and it is with the latter figures especially that the 
engineer is mostly concerned, as in the multiplicity of work usually 
dealt with there is seldom time to analyze details until the work 
is authorized. For this reason the quantities and cost data have 
been arranged for handy reference, whereby a quick total estimate 
can be made that may serve as a guide when more authentic 
information is lacking; and in this connection it should be remem- 
bered that in the final analysis the figures depend not from what 
can be had from a book but rather on the judgment and experi- 
ence of the estimator and his knowledge of the labor and material 
market in the vicinity in which the proposed work is to be 
executed. 

Acknowledgment "is here made to the various technical mag- 
azines. Engineering News, Railway Age Gazette, Maintenance 
of Way Engineer, Railway World, Engineering and Contracting, 
and many others for material incorporated either in whole or 
in part under the various subjects dealt with; also to many 
members of the engineering staff of the various railways for 
valuable information received and courtesies extended. 

J. W. ORROCK. 

New York, November, 1917. 



TABLE OF CONTENTS. 

PART ONE. 

TRACK AND TRACK STRUCTURES. 

CHAPTER I. 
TRACK MATERIAL AND ESTIMATES. 



Pages 



Rail properties; Rail feet into tons; Rail tons into track miles; Rail 
joints and bolts; Elements of various joints; Track work and mate- 
rial; Cost above subgrade; Tm-nouts — quantities and cost; Cross- 
overs — quantities and cost; Track material for quick estimating; 
Rail and fastenings per mile; Rail renewals; Switch ties for turn- 
outs; Switch ties for crossovers '. 4-23 

CHAPTER II. 

STRUCTURAL MATERIAL AND ESTIMATES. 

Weights of bridge spans; Weights of steel trestles; Wooden trestles; 
Subways; Highway bridges; Gravity retaining walls; Concrete 
culverts; Buildings and miscellaneous 24-39 

CHAPTER III. 

COST OF RAILROADS. 

Unit prices; Clearing and grubbing; Cost of train service; Equipment 
and rentals 40-51 

CHAPTER IV. 

GRADE SEPARATION. 

Benefits and objections; Fill or excavation; Costs; Street grades; 
Clearances; Equipment cost and rental rates 52-61 

CHAPTER V. 

TUNNELS AND SUBWAYS. 

Tunnel sections; Driving; Design; Cost; Drainage; Floors; 
Subways; — Types; Weight of steel; Reinforced concrete; Estimates 62-82 

vii 



Vlll CONTENTS 

Pages 
CHAPTER VI. 

BRTOGES, TRESTLES, AND CULVERTS. 

Abutments; Piers; Quantities; Retaining walls; Crib work; Rail- 
way bridges; Highway bridges; Wooden bridges; Trestles; Cul- 
verts ; 83-162 

CHAPTER VII. 

ELEVATED STRUCTURES. 

Open viaducts; Steel structures; Steel and concrete; Reinforced con- 
crete; Masonry walls and fill; Reinforced walls and fill 163-170 

CHAPTER VIII. 

TIES. 

Wood ties; Kind, life and cost; Cost of various grades; Treated ties; 
Cost of treatment; Tie formula; Steel ties 171-183 

CHAPTER IX. 

RAIL. 

Rail steel; Rail design; Estimating prices; Scrap values; Re-rolling 
rails 184-189 

CHAPTER X. 

OTHER TRACK MATERIAL. 

Rail joints; Bolts; Anchors; Spikes; Tie plates; Turnouts; Switches; 
Frogs; Cross overs; Slip switches; Derails; Bumping posts; Stop 
blocks; Diamonds; Interlocking 190-238 

CHAPTER XL 
BALLAST. 

Kinds of ballast; Ballast sections; Templates; Cost 239-249 

CHAPTER XII. 

TRACK LAYING AND SURFACING. 

Rail laying; Rail renewals; Tamping; Tie plugs; Drainage; Equating 
track values; Tool equipment; Hand and motor cars; Section 
work 250-262 

CHAPTER XIII. 

RIGHT OF WAY FENCES. 

Fences; Gates; Cattle guards; Wing fences 263-274 



CONTENTS IX 

Pages 
CHAPTER XIV. 

SNOW AND SAND FENCES AND SNOW SHEDS. 

Permanent snow fences; Portable snow fences; Picket fence; Snow 
sheds 275-285 

CHAPTER XV. 

CROSSINGS AND SIGNS. 

Farm crossings; Public road crossings; Watchman's cabin; Gates and 
towers; Track signs 286-307 

PART TWO. 
ROADWAY BUILDINGS. 

CHAPTER XVI. 
STATION AND OTHER BUILDINGS. 

Stations; Shelters; Trainsheds; Platform canopies 311-338 

CHAPTER XVII. 

ROADWAY BUILDINGS. 

Tool houses; Section houses; Rest houses; Bunk houses; Watch house; 
Freight houses; Platforms; Scales; Ice houses; Stock yards; Mail 
cranes 339-425 

CHAPTER XVIII. 

WATER STATIONS. 

Piping; Tanks; Pumps; Standpipes; Pump houses; Dams 426-471 

CHAPTER XIX. 

FUEL STATIONS. 

Coaling plants; Sand storage 472-494 

CHAPTER XX. 

SHOPS AND ENGINE HOUSES. 

Engine houses; Ash pits; Turntables; Boiler house; Machine shops; 
Storehouses; Oil and store houses; Locomotive and Car shops. . 495-574 



EAILROAD STEUCTUEES AND ESTIMATES 



PART ONE. 
TRACK AND TRACK STRUCTURES. 



RAIL DIMENSIONS AND PROPERTIES. 



CHAPTER I. 
TRACK MATERIAL AND ESTIMATES. 



A. S. C. E. RAIL. 



A. R. E. A. RAIL. 











A. S. 


C. E. RAIL. 










Weight 


Area of 
section. 


Dimensions. 


Properties. 


per yard. 






















Height. 


Base. 


Head. 


Web. 


I. 


r. 


s. 


X. 


Pounds. 


In.- 


In. 


In. 


In. 


In. 


In.'i 


In. 


In,-^ 


In. 


110 


10.80 


6i 


6^ 


21 


H 


55.2 


2.26 


17.2 


2.92 


100 


9.84 


51 


51 


2! 


t\ 


44.0 


2.11 


14.6 


2.73 


95 


9.28 


5t\ 


5t% 


2H 


t\ 


38.8 


2.05 


13.3 


2.65 


90 


8.83 


5f 


5f 


2t 


J% 


34.4 


1.97 


12.2 


2.55 


85 


8.33 


5t\ 


5A 


2tV 


T% 


30.1 


1.90 


11.1 


2.47 


80 


7.86 


5 


5 


2^ 


H 


26.4 


1.83 


10.1 


2.38 


75 


7.33 


m 


4H 


2M 


H 


22.9 


1.77 


9.1 


2.30 


70 


6.81 


4f 


^ 


2tV 


3.S 
64 


19.7 


1.70 


8.2 


2.22 


65 


6.33 


4tV 


4tV 


913 


1 
2 


16.9 


1.63 


7.4 


2.14 


60 


5.93 


^ 


4i 


2f 


H 


14.6 


1.57 


6.6 


2.05 


55 


5.38 


4tV 


4tV 


2i 


H 


12.0 


1.50 


0. / 


1.97 


50 


4.87 


3| 


31 


2^ 


7 


9.9 


1.43 


5.0 


1.88 


45 


4.40 


3ii 


3ii 


2 


It 


8.1 


1.36 


4.3 


1.78 









A R. 


E. A. RAIL. 














(Tentative sections proposed.) 






Weight 


Area of 
sections. 


Dimensions. 


Properties. 


per yard. 


Height. 


Base. 


Head. 


Web. 


I. 


r. 


s. 


X. 


Pounds. 


In.2 


In. 


In. 


In. 


In. 


In.« 


In. 


In.s 


In. 


90 


8.82 


♦^8 


5^ 


2^ 


^ 


38.7 


2.09 


12.56 


2M 


100 


9.95 


6 


5t 


2H 


A 


49.0 


2.22 


15.10 


2i 


no 


10.82 


6i 


5^ 


2^^ 


^. 


57.0 


2.29 


16.7 


2H 


120 


11.85 


61 


5i 


21 


f 


67.6 


2.45 


18.9 


2M 


130 


12.71 


61 


6 


2^ 


M 


77.4 


2.46 


20.8 


3,^T 


140 


13.58 


7 


6i 


3 


H 


89.2 


2.56 


23.1 


3A 



RAIL DIMENSIONS AND PROPERTIES. 



A. R. A. RAIL. 
Head ^ 1 




Series A. 



Weight 
per yard. 


Area of 
section. 


Dimensions. 


Properties. 


Height. 


Base. 


Head. 


Web. 


I. 


r. 


s. 


X. 


Pounds. 


In.2 


In. 


In. 


In. 


In. 


In." 


In. 


In.3 


In. 


100 
90 

80 
70 
60 


9.84 
8.82 
7.86 
6.82 
5.86 


6 

5f 
51 
4f 
4i 


51 

5i 
41 
4i 
4 


21 

2t\ 

2f 
2i 


9 

If 
1 

2 

15 

32 


48.9 
38.7 
28.8 
21.1 
15.4 


2.23 
2.09 
1.91 
1.76 
1.62 


15.1 

12.5 
10.2 

8.3 
6.5 


2.75 
2.54 
2.31 
2.30 
2.13 



Head 




Series B. 



Weight 
per yard. 


Area of 
section. 


Dimensions. 


Properties. 


Height. 


Base. 


Head. 


Web. 


I. 


r. 


s. 


X. 


Pounds. 


In.2 


In. 


In. 


In. 


In. 


In.« 


In. 


In.3 


In. 


100 
90 
80 
70 
60 


9.85 

8.87 
7.91 
6.89 

5.87 


c:4l 

5il 
4-11 

m 

4t\ 


411 
4tV 
4^\ 
3ii 


m 

2A 
2tV 
2f 
2i 


9 
T6 

If 

If 

li 


41.3 
32.3 
25.1 
18.6 
13.3 


2.05 

1.91 
1.78 
1.64 
1.51 


13.7 

11.5 

9.4 

7.8 

6.0 


2.63 
2.45 
2.27 
2.16 
1.95 



6 



FEET OF RAIL INTO TONS. 



TABLE 1. — FEET OF RAIL INTO TONS. 

Weights of Rvil of Various Sections ix Gboss Tons peb Ant Length en Feet (Single 

R-Ul). (J. G. Wishart.) 





Weight in tons. 




' 120-lb. 


no-lb. 


10.5-lb. 


1 100-lb. 


95-lb. 


1 90-lb. 

1 


85-lb. 


80-lb. 


75-lb. 


70-lb. 


65-Ib. 


60-lb. 


1 


0.017 


0.016 


1 0.015 


0.014 


0.014 


1 

0.013 


0.012 


0.011 


0.011 


0.010 


0.009 


0.008 


2 


0.035 


0.032 


0.031 


0.029 


0.028 


0.026 


0.025 


0.023 


0.022 


0.020 


0.019J 0.017 


3 


0.053 


0.049 


0.046 


0.044 


0.042 


0.040 


0.037 


0.035 


0.0.33 


0.031 


0.029 0.026 


4 


0.071 


0.065 


0.062 


0.059 


0.056 


0.053 


0.050 


0.047 


0.044 


0.O41! 0.038i 0.035 


• 5 


0.089 


0.081 


0.078 


0.074 


0.070 


0.067 


0.063 


0.059 


0.055 


0.052j 0.048 


0.044 


6 


0.107 


0.098 


0.093 


0.089 


0.084 


0.080 


0.075 


0.071 


0.067 


0.062 0.058 


0.053 


7 


0.125 


0.114 


0.109 


0.104 


0.099 


0.093 


0.088 


0.083 


0.078 


0.072' 0.067| 0.062 


8 


0.142 


0.131 


0.125 


0.119 


0.113 


0.107 


0.101 


0.095 


0.089 


0.083! 0.077i 0.071 


9 


0.160 


0.147 


0.140 


0.133 


0.127 


0.120 


0.113 


0.107 


0.100 


0.093 0.087; 080 


10 


0.178 


0.163 


0.156 


0.148 


0.141 


0.133 


0.126 


0.119 


0.111 


0.104; 0.096: 0.089 


20 


0.357 


0.327 


0.312 


0.297 


0.282 


0.267 


0.253 


0.238 


0.223 


0.208 


0.193 


0.178 


30 


0.535 


0.491 


0.468 


0.446 


0.424 


0.401 


0.379 


0.357 


0.334 


0.312 


0.290 


0.267 


40 


0.714 


0.654 


0.625 


0.595 


0.565 


0.5.35 


0.506 


0.476' 0.446 


0.416 


0.386 


0.357 


50 


0.892 


0.818 


0.781 


0.744 


0.706 


0.669 


0.632 


0.595 0.558 


0.520 


0.483 


0.446 


60 


1.071 


0.982 


0.937 


0.892 


0.848 


0.803 


0.758 


0.714 


0.669 


0.625 


0.580 


0.535 


70 


1.250 


1.145 


1.093 


1.041 


0.989 


0.937 


0.885 


0.833 


0.781 


0.729 


0.677 


0.625 


80 


1.428 


1.309 


1.250 


1.190 


1.131 


1.071 


1.011 


0.952 


0.892 


0.833 


0.773 


0.714 


90 


1.607 


1.473 


1.406 


1.339 


1.272 


1.205 


1.138 


1.071 


1.004 


0.937 


0.870 


0.803 


100 


1.785 


1.636 


1.562 


1.488 


1.413 


1.339 


1.264 


1.190 


1.116 


1.041 


0.967 


0.892 


200 


3.571 


2.273 


3.125 


2.976 


2.827 


2.678 


2.529 


2.381 


2.232 


2.083 


1.934 


1.785 


300 


5. 357 


4.910 


4.687 


4.464 


4.241 


4.017 


3.794 


3.571 


3.348 


3.125 


2.901 


2.678 


400 


7.142 


6.547 


6.250 


5.952 


5.654 


5.357 


5.059 


4.761 


4.464 


4.166 


3.869 


3 571 


500 


8.928 


8.184 


7.812 


7.440 


7.068 


6.696 


6.324 


5.952 


5.580 


5.208 


4.836 


4.464 


600 


10.714 


9.821 


9.375 


8.928 


8.482 


8.035 


7.589 


7.142 6.696 


6.250 


5.803 


5.357 


700 


12.500 


11.458 


10.937 


10.416 


9.895 


9.375 


8.854 


8.333 '7.812 


7.291 


6.770 


6.250 


800 


14.285 


13.095 


12.500 


11 904 


11.309 


10.714 


10.119 


9.523' 8.928 


8.333 


7.738 


7.142 


900 


16.071 


14.731 


14.062 


13.392 


12.723 


12.053 


11.383 


10.714 10.044 


9.375 


8.705 8.035 


1,000 


17.8.57 


16.368 


15.625 


14.881 


14.136 


13.392 


12.648 


11.904| 11.160 


10.418 


9.672 8.928 


2.000 


35.714 


32.737 


31.250 


29.761 


28.273 


26.785 


25.297i 


23.809 22.321 


20.833 


19.345 17.857 


3.000 


53.571 


49.106 


46.875 


44.642 


42.410 


40.178 


37.946| 


35.714| 33.482, 


31.250 


29.017,26.785 


4.000 


71.428 


65.475 


62.500 


59.523 


56.547 


53.571 


50.595 


47.619 44.042 


41.666 38.690:35.714 


5,000 


89.285 


81.843 


78.125 


74.404 


70.684 


66.964 


63.244; 


59.5231 55.803 


52.083 48.363 44.642 


6,000 


107.142 


98.212 


93.750 


89.285 


84.821 


80.3.57 


75.8921 


71.428; 66.964 


62.500 58. 035153.571 


7,000 


125.000 


114.581 


109.375, 


104.166 


98.958 


93.750 


88.5411 


83.333 78.1251 


72.916 67.708 62.500 


8,000 


142.857 


130.950 


125.000 


119.047 


113.095, 


107.142 


101.190 


95.238 89.285 


83.333 77. 381J71. 428 


9.000 


160.714 


147.318 


140.625 


133.928' 


127.2.32 


120.535 


113.8.39 


107.142 100.446 


93. 750187. 053'80.. 357 


10,000 


178.571 


163. e87 


156.250 

1 


148.809 

1 


141.3691 


133. 928! 126. 488 

1 


119.047;111.607 

! i 


104. 166, 96. 726i 89. 285 



From Table 1 the total tonnage of any given length of rail can be quickly and accurately ascer- 
tained by the addition of two or more quantities. The following example will' illustrate the 
method of using the table. Given 4237 lin. ft. of 80-lb. rail, to find the total tonnage. From the 
column headed 80 lb. take from opposite 4000 in the first column the amount 47.619; from 
opposite 200, the amount 2.381; from opposite 30, the amount 0.357; and from opposite 7, the 
amount 0.083. The sum of these four quantities equals 50.440 tons, the weight of the given 
amount of rail. 



TONS OF RAIL INTO TRACK MILES. 



TABLE 2. — TONS OF RAIL INTO TRACK MILES. 

Lengths op Rail of Various Sections in Track Miles per any Weight in Gross *Tons. 

(J. G. Wishart.) 











Length in 


miles. 






Tons 


















of rail. 




























120-lb. 


110-Ib. 


105-lb. 


100-lb. 


95-lb. 


90-Ib. 


85-lb. 


83-lb. 


75-lb. 


70-lb. 


65-lb. 


60-lb. 


1 


0.005 


0.005 


0.006 


0.006 


0.006 


0.007 


0.007 


0.008 


0.008 


0.009 


0.009 


0.010 


2 


0.010 


0.011 


0.012 


0.012 


0.013 


0.014 


0.015 


0.015 


0.017 


0.018 


0.019 


0.021 


3 


0.015 


0.017 


0.018 


0.019 


0.020 


0.021 


0.022 


0.023 


0.025 


0.-027 


0.029 


0.031 


4 


0.021 


0.023 


0.024 


0.025 


0.026 


0.028 


0.029 


0.031 


0.033 


0.036 


0.039 


0.042 


5 


0.026 


0.028 


0.030 


0.031 


0.033 


0.035 


0.037 


0.039 


0.042 


0.045 


0.049 


0.053 


6 


0.031 


0.034 


0.036 


0.038 


0.040 


0.042 


0.044 


0.047 


0.050 


0.054 


0.058 


0.063 


7 


0.037 


0.040 


0.042 


0.044 


0.046 


0.049 


0.052 


0.055 


0.059 


0.063 


0.068 


0.074 


8 


0.042 


0.046 


0.048 


0.050 


0.053 


0.056 


0.059 


0.063 


0.067 


0.072 


0.078 


0.084 


9 


0.047 


0.052 


0.054 


0.057 


0.060 


0.063 


0.067 


0.071 


0.076 


0.081 


0.088 


0.095 


10 


0.053 


0.057 


0.060 


0.063 


0.067 


0.070 


0.074 


0.079 


0.084 


0.090 


0.097 


0.106 


20 


0.106 


0.115 


0.121 


0.127 


0.134 


0.141 


0.149 


0.159 


0.169 


0.181 


0.195 


0.212 


30 


0.159 


0.173 


0.181 


0.190 


0.201 


0.212 


0.224 


0.238 


0.254 


0.272 


0.293 


0.318 


40 


0.212 


0.231 


0.242 


0.2.54 


0.267 


0.282 


0.299 


0.318 


0.339 


0.363 


0.391 


0.424 


50 


0.265 


0.289 


0.303 


0.318 


0.334 


0.353 


0.374 


0.397 


0.424 


0.454 


0.489 


0..530 


60 


0.318 


0.347 


0.363 


0.381 


0.401 


0.424 


0.449 


0.477 


0.509 


0.545 


0.587 


0.636 


70 


0.371 


0.405 


0.424 


0.445 


0.468 


0.494 


0.524 


0.556 


0.593 


0.636 


0.685 


0.742 


80 


0.424 


0.462 


0.484 


0.509 


0.535 


0.565 


0.598 


0.636 


0.678 


0.727 


0.783 


0.848 


90 


0.477 


0.520 


0.545 


0.572 


0.602 


0.636 


0.673 


0.715 


0.763 


0.818 


0.881 


0.954 


100 


0.530 


•0.578 


0.606 


0.636 


0.669 


0.707 


0.748 


0.795 


0.848 


0.909 


0.979 


1.060 


200 


1.060 


1.157 


1.212 


1.272 


1.339 


1.414 


1.497 


1.590 


1.697 


1.818 


1.958 


2.121 


300 


1.590 


1.735 


1.818 


1.909 


2.009 


2.121 


2.246 


2.386 


2.545 


2.727 


2.937 


3.181 


400 


2.121 


2.314 


'2.424 


2.545 


2.679 


2.828 


2.994 


3.181 


3.393 


3.636 


3.916 


4.242 


500 


2.651 


2.892 


3.030 


3.181 


3.349 


3.535 


3.743 


3.977 


4.242 


4.545 


4.895 


5.303 


600 


3.181 


3.471 


3.636 


3.818 


4.019 


4.242 


4.492 


4.772 


5.090 


5.454 


5.874 


6.363 


700 


3.712 


4.049 


4.242 


4.454 


4.689 


4.949 


5.240 


5.568 


5.939 


6.363 


6.853 


7.424 


800 


4.242 


4.628 


4.848 


5.090 


5.358 


5.656 


5.989 


6.363 


6.787 


7.272 


7.832 


8.484 


900 


4.772 


5.206 


5.454 


5.727 


6.028 


6.363 


6.738 


7.159 


7.636 


8.181 


8.811 


9.545 


1,000 


5.303 


5.785 


6.060 


6.363 


6.698 


7.070 


7.486 


7.954 


8.484 


9.090 


9.790 


10.606 


2,000 


10.606 


11.570 


12.121 


12.727 


13.397 


14.141 


14.973 


15.909 


16.969 


18.181 


19.580 


21.212 


3,000 


15.909 


17.355 


18.181 


19.090 


20.095 


21.212 


22.459 


23.863 


25.454 


27.272 


29.370 


31.818 


4,000 


21.212 


23.140 


24.242 


25.454 


26.794 


28.282 


29.946 


31.818 


33.939 


36.363 


39.160 


42.424 


5,000 


26.515 


28.925 


30.303 


31.818 


33.492 


35.353 


37.433 


39.772 


42.424 


45.454 


48.951 


53.030 


6,000 


31.818 


34.710 


36.363 


38.181 


40.191 


42.424 


44.919 


47.727 


50.909 


54.545 


58.741 


63.636 


7,000 


37.121 


40.495 


42.424 


44.545 


46.889 


49.494 


52.406 


55.681 


59.393 


63.636 


68.531 


74.242 


8,000 


42.424 


46.281 


48.484 


50.909 


53.588 


56.565 


59.893 


63.636 


67.878 


72.727 


78.321 


84.848 


9,000 


47.727 


52.066 


54.545 


57.272 


60.287 


63.636 


67.379 


71.590 


76.363 


81.818 


88.111 


95.454 


10,000 


53.030 


57.851 


60.606 


63.636 


66.985 


70.707 


74.866 


79.545 


84.848 


90.909 


97.902 


106.060 



Example: Given 2652 tons of 90-lb. rail, to find the miles of single track which it will lay. 
From the column headed 90 lb. take from opposite 2000 in the first column the amount 14.141; 
from opposite 600, 4.242; from opposite 50, 0.353, and from opposite 2, 0.014. The sum of these 
four quantities equals 18.750 miles, the amount of single track that can be laid with the tonnage 
of rail given. 



8 FEET IN DECIMALS OF A MILE. 

TABLE 2a. — FEET IX DECIMALS OF A MILE. (X. J. Bradv.) 



Miles. 


0.000 


0.001 


0.002 


0.003 


, 0.001 


0.005 


o.ooe 


0.007 


0.008 


, 0.009 


Ft. 


Ft. 


Ft. 


Ft. 


Ft. 


Ft. 


Ft. 


Ft. 


Ft. 


Ft. 


0.00 




5 


11 


16 


21 


26 


32 


37 


42 


48 


0.01 


'53 


58 


63 


69 


74 


79 


84 


90 


95 


100 


0.02 


106 


111 


116 


121 


127 


132 


137 


143 


148 


153 


0.03 


158 


164 


169 


174 


180 


185 


190 


195 


201 


206 


0.04 


211 


216 


222 


227 


232 


238 


243 


248 


253 


259 


0.05 


264 


269 


275 


280 


285 


290 


296 


301 


306 


312 


0.06 


317 


322 


327 


333 


338 


^3 


a48 


354 


359 


364 


0.07 


370 


375 


3S0 


3S5 


391 


396 


401 


407 


412 


417 


O.OS 


422 


428 


433 


438 


444 


449 


454 


459 


465 


470 


0.09 


475 


480 


: 486 


491 


496 


502 


507 


512 


517 


523 


0.10 


528 


533 


539 


544 


M9 


554 


560 


565 


570 


576 


0.11 


581 


586 


501 


597 


602 


607 


612 


618 


623 


62S 


0.12 


634 


639 


&44 


&49 


655 


660 


665 


671 


676 


681 


0.13 


686 


692 


697 


702 


708 


713 


718 


723 


729 


734 


0.14 


739 


744 


750 


755 


760 


766 


771 


776 


781 


787 


0.15 


792 


797 


803 


808 


813 


818 


824 


829 


834 


840 


0.16 


845 


850 


855 


861 


866 


871 


876 


882 


887 


892 


0.17 


898 


903 


908 


913 


919 


924 


929 


935 


940 


945 


0.18 


950 


956 


961 


966 


972 


977 


982 


987 


993 


998 


0.19 


1003 


1008 


1014 


1019 


1024 


1030 


1035 


1040 


1045 


1051 


0.20 


1056 


1061 


1067 


1072 


1077 


1082 


1088 


1093 


1098 


1104 


0.21 


1109 


1114 


1119 


1125 


1130 


1135 


1140 


1146 


1151 


1156 


0.22 


1162 


1167 


1172 


1177 


1183 


1188 


1193 


1199 


1204 


1209 


0.23 


1214 


1220 


1225 


1230 


1236 


1241 


1246 


1251 


1257 


1262 


0.24 


1267 


1272 


1278 


1283 


1288 


1294 


1299 


1304 


1309 


1315 


0.2o 


1320 


1325 


1331 


1336 


1341 


1346 


1352 


1357 


1362 


1368 


0.26 


1373 


1378 


1383 


1389 


1394 


1399 


1404 


1410 


1415 


1420 


0.27 


1426 


1431 


1436 


1441 


1447 


1452 


1457 1 


1463 


1468 


1473 


0.28 


1478 


1484 


1489 


1494 


1500 


1505 


1510 


1515 


1521 


1526 


0.29 


1531 


1536 


1542 


1547 


1552 


1558 


1563 


1568 


1573 


1579 


0.30 


15S4 


1589 


1595 


1600 


1605 


1610 


1616 


1621 


1626 


1632 


0.31 


1637 


1&42 


1647 


1653 


1658 


1663 


1668 


1674 


1679 


1684 


0.32 


1690 


1695 


1700 


1705 


1711 


1716 


1721 


1727 


1732 


1737 


0.33 


1742 


1748 


1753 


1758 


17^4 


1769 


1774 


1779 


1785 


1790 


0.34 


1795 


1800 


1806 


1811 


1816 


1822 


1827 


1832 


1837 


1843 


0.35 


1848 


1853 


1859 


18^ 


1869 


1874 


1880 


1885 


1890 


1896 


0.36 


1901 


1906 


1911 


1917 


1922 


1927 


1932 


1938 


1943 


1948 


0.37 


1954 


1959 


1964 


1969 


1975 


1980 


1985 


1991 


1996 


2001 


0.38 


2006 


2012 


2017 


2022 


2028 


2033 : 


2038 


2043 


2049 


2054 


0.39 


2059 


2064 


2070 


2075 


2080 


2086 


2091 


2096 


2101 


2107 


0.40 


2112 


2117 


2123 


2128 


2133 


2138 


2144 


2149 


2154 


2160 


0.41 


2165 


2170 


2175 


2181 


2186 


2191 ' 


2196 


2202 


2207 


2212 


0.42 


2218 


2223 


2228 


2233 


2239 


2244 


2249 


2255 


2260 


2265 


43 


2270 


2276 


2281 


2286 


2292 


2297 


2302 


2307 


2313 


2318 


0.44 


2323 


2328 


2334 


2339 


2344 


2350 


2355 


2360 , 


2365 


2371 


0.45 


2376 


2381 


2387 


2392 


2397 


2402 


2408 


2413 1 


2418 


2424 


0.46 


2429 


2434 


2439 


2445 


2450 


2455 ; 


2460 


2466 i 


2471 


2476 


0.47 


2482 


2487 


2492 


2497 1 


2503 


2508 , 


2513 


2519 


2524 


2529 


0.48 


2534 


2o40 


2545 


2550 


2556 


2561 


2566 


2571 ' 


2577 


2582 


0.49 


2587 


2592 


2598 


2603 


2608 


2614 


2619 i 


2624 I 


2629 1 


2635 



FEET IN DECIMALS OF A MILE. 

TABLE 2a (Continued). — FEET IN DECIMALS OF A MILE. 



Miles. 


0.000 


0.001 


0.002 


0.003 


0.004 


0.005 


0.006 


0.007 


0.008 


0.009 


Ft. 


Ft. 


Ft. 


Ft. 


Ft. 


Ft. 


Ft. 


Ft. 


FL 


Ft. 


0.50 


2640 


2645 


2651 


2656 


2661 


2666 


2672 


2677 


2682 


2688 


0.51 


2693 


2698 


2703 


2709 


2714 


2719 


2724 


2730 


2735 


2740 


0.52 


2746 


2751 


2756 


2761 


2767 


2772 


2777 


2783 


2788 


2793 


0.53 


2798 


2804 


2809 


2814 


2820 


2825 


2830 


2835 


2841 


2846 


0.54 


2851 


2856 


2862 


2867 


2872 


2878 


2883 


2888 


2893 


2899 


0.55 


2904 


2909 


2915 


2920 


2925 


2930 


2936 


2941 


2946 


2952 


0.56 


2957 


2962 


2967 


2973 


2978 


2983 


2988 


2994 


2999 


3004 


0.57 


3010 


3015 


3020 


3025 


3031 


3036 


3041 


3047 


3052 


3057 


0.58 


3062 


3068 


3073 


3078 


3084 


3089 


3094 


3099 


3105 


3110 


0.59 


3115 


3120 


3126 


3131 


3136 


3142 


3147 


3152 


3157 


3164 


0.60 


3168 


3173 


3179 


3184 


3189 


3194 


3200 


3205 


3210 


8216 


0.61 


3221 


3226 


3231 


3237 


3242 


3247 


3252 


3258 


3263 


3268 


0.62 


3274 


3279 


3284 


3289 


3295 


3300 


3305 


3311 


3316 


3321 


0.63 


3326 


3332 


3337 


3342 


3348 


3353 


3358 


3363 


3369 


3374 


0.64 


3379 


3384 


3390 


3395 


3400 


3406 


3411 


3416 


3421 


3427 


0.65 


3432 


3437 


3443 


3448 


3453 


3458 


3464 


3469 


3474 


3480 


0.66 


3485 


3490 


3495 


3501 


3506 


3511 


3516 


3522 


3527 


3532 


0.67 


3538 


3543 


3548 


3553 


3559 


3564 


3569 


3575 


3580 


3585 


0.68 


3590 


3596 


3601 


3606 


3612 


3617 


3622 


3627 


3633 


3638 


0.69 


3643 


3648 


3654 


3659 


3664 


3670 


3675 


3680 


3685 


3691 


0.70 


3696 


3701 


3707 


3712 


3717 


3722 


3728 


3733 


3738 


3744 


0.71 


3749 


3754 


3759 


3765 


3770 


3775 


3780 


3786 


3791 


3796 


0.72 


3802 


3807 


S812 


3817 


3823 


3828 


3833 


3839 


3844 


3849 


0.73 


3854 


3860 


3865 


3870 


3876 


3881 


3886 


3891 


3897 


3902 


0.74 


3907 


3912 


3918 


3923 


3928 


3934 


3939 


3944 


3949 


3955 


0.75 


3960 


3965 


3971 


3976 


3681 


3986 


3992 


3997 


4002 


4008 


0.76 


4013 


4018- 


4023 


4029 


4034 


4039 


4044 


4050 


4055 


4060 


0.77 


4066 


4071 


4076 


4081 


4087 


4092 


4097 


4103 


4108 


4113 


0.78 


4118 


4124 


4129 


4134 


4140 


4145 


4150 


4155 


4161 


4166 


0.79 


4171 


4176 


4182 


4187 


4192 


4198 


4203 


4208 


4213 


4219 


0.80 


4224 


4229 


4235 


4240 


4245 


4250 


4256 


4261 


4266 


4272 


0.81 


4277 


4282 


4287 


4293 


4298 


4303 


4308 


4314 


4319 


4324 


0.82 


4330 


4335 


4340 


4345 


4351 


4356 


4361 


4367 


4372 


4377 


0.83 


4382 


4388 


4393 


4398 


4404 


4409 


4414 


4419 


4425 


4430 


0.84 


4435 


4440 


4446 


4451 


4456 


4462 


4467 


4472 


4477 


4483 


0.85 


4488 


4493 


4499 


4504 


4509 


4514 


4520 


4525 


4530 


4536 


0.86 


4541 


4546 


4551 


4557 


4562 


4567 


4572 


4578 


4583 


4588 


0.87 


4594 


4599 


4604 


4609 


4615 


4620 


4625 


4631 


4636 


4641 


0.88 


4646 


4652 


4657 


4662 


4668 


4673 


4678 


4683 


4689 


4694 


0.89 


4699 


4704 


4710 


4715 


4720 


4726 


4731 


4736 


4741 


4747 


0.90 


4752 


4757 


4763 


4768 


4773 


4778 


4784 


4789 


4794 


4800 


0.91 


4805 


4810 


4815 


4821 


4826 


4831 


4836 


4842 


4847 


4852 


0.92 


4858 


4863 


4868 


4873 


4879 


4884 


4889 


4895 


4900 


4905 


0.93 


4910 


4916 


4921 


4926 


4932 


4937 


4942 


4947 


4953 


4958 


0.94 


4963 


4968 


4974 


4979 


4984 


4990 


4995 


5000 


5005 


5011 


0.95 


5016 


5021 


5027 


5032 


5037 


5042 


5048 


5053 


5058 


5064 


0.96 


5069 


5074 


5079 


5085 


5090 


5095 


5100 


5106 


5111 


5116 


0.97 


5122 


5127 


5132 


5137 


5143 


5148 


5153 


5159 


5164 


5169 


•0.98 


5174 


5180 


5185 


5190 


5196 


5201 


5206 


5211 


5217 


5222 


0.99 


5227 


5232 


5238 


5243 


5248 


5254 


5259 


5264 


5269 


5275 



10 



RAIL JOINTS AND BOLTS. 







TABLE 3 


— RAIL JOINTS AND BOLTS. 


A. S. 


C.E. 


Rail. 






Rail 


Single 
bar, 
wt. 
per 


24 in 


. long. 


26 in 


. long. 


30 in. long. 


36 in. long. 




6 bolts. 


4 bolts. 


sec., 














Size 
of 






wt. 


Per 


Per 


Per 


Per 


Per 


Per 


Per 


Per 


Per 


Per 


Per 


Per 


per 

yd. 


foot, 


joint 


mile 


joint 


mile 


joint 


mile 


joint 


mile 


bolt. 


joint 


mile 


joint 


mile 


lb. 


lb. 
71 


tons. 


lb. 


tons. 


lb. 


tons. 


lb. 


tons. 




lb. 


tons. 


lb. 


tons. 


no 


17.8 


10.0 


77 


11.0 


89 


12.7 


107 


15.3 


1 X4| 


11.46 


1.64 


7.64 


1.09 


100 


15.8 


63 


9.0 


69 


9.8 


79 


11.3 


95 


13.6 


lX4i 


11.16 


1.59 


7.44 


1.06 


95 


14.7 


59 


8.4 


63 


9.0 


74 


10.6 


88 


12.9 


lX4f 


10.98 


1.57 


7.32 


1.04 


90 


13.5 


54 


7.7 


59 


8.4 


68 


9.7 


81 


11.6 


1X41 


7.8 


1.11 


5.2 


0.74 


85 


12.4 


50 


7.1 


54 


7.7 


62 


8.8 


74 


10.6 


iXi\ 


7.8 


1.11 


5.2 


0.74 


80 


11.5 


46 


6.7 


50 


7.3 


57 


8.1 


69 


9.9 


f X41 


5.34 


0.76 


3.56 


0.51 


75 


10.7 


43 


6.1 


46 


6.6 


54 


7.7 


64 


9.1 


iX4 


5.28 


0.76 


3.52 


0.50 


70 


10.0 


40 


5.7 


43 


6.1 


50 


7.1 


60 


8.6 


f X3? 


5.10 


0.73 


3.40 


0.49 


65 


9.2 


37 


5.3 


40 


5.7 


46 


6.6 


00 


7.9 


fX3f 


5.10 


0.73 


3.40 


0.49 


60 


8.4 


33 


4.7 


37 


5.3 


42 


6.0 


50 


7.1 


^X3^ 


4.92 


0.70 


3.28 


0.47 


55 


7.5 


30 


4.3 


33 


4.7 


38 


5.4 


45 


6.4 


1 X 3^ 


4.92 


0.70 


3.28 


0.47 




I isV 
















Series A 


Rail. 














Rail 


Wt. 


24 in. long. 


26 in. long. 


30 in. long. 


36 in. long. 




6 bolts. 


4 bolts. 


sec , 










Size 






wt. 


per 
foot. 


Per 


Per 


Per 


Per 


Per 


Per 


Per 


Per 


of 
bolt. 


Per 


Per 


Per 


Per 


per 

yd. 


lb. 


joint 


mile 


joint 


mile 


joint 


mile 


joint 


mile 


joint 


mile 


joint 


mile 




lb. 


tons. 


lb. 


tons. 


lb. 


tons. 


lb. 


tons. 




lb. 


tons. 


ib. 


tons. 


100 


18.97 


76 


10.9 


82 


11.7 


95 


13.6 


114 


16.3 


lX4i 


11.16 


1.59 


7.44 


1.00 


90 


16.78 


68 


9.7 


74 


10.6 


85 


12.1 


102 


14.6 


1X41 


7.8 


1.11 


5.20 


0.74 


80 


13 .02 


54 


7.7 


59 


8.4 


68 


9.7 


81 


11.6 


f X41 


5.34 


0.76 


3.56 


0.51 


70 


11.73 


47 


6.7 


50 


7.1 


59 


8.4 


71 


10 1 


f X3? 


5.10 


0.73 


3.40 


0.49 


60 


10.76 


43 


6.1 


47 


6.7 


54 


7.7 


65 


9.3 


f X3^ 


4.92 


0.70 


3.28 


0.47 

















Series B 


Rail, 














Rail 


Wt. 


24 in. long. 


26 in 


. long. 


30 in. long. 


36 in. long. 


Size 


6 bolts. 


4 bolts. 


wt. 


per 
foot, 


Per 


Per 


Per 


Per 


Per 


Per 


Per 


Per 


of 
bolt. 


Per 


Per 


Per 


Per 


per 

yd. 


lb. 


joint 


mile 


joint 


mile 


joint 


mile 


joint 


mile 


joint 


mile 


joint 


mile 




lb. 


tons. 


lb. 


tons. 


lb. 


tons. 


lb. 


tons. 




lb. 


tons. 


lb. 


tons. 


100 


17.40 


60 


8.6 


65 


9.3 


87 


12.7 


Ill 


15.9 


1X4.J 


11.16 


1.59 


7.44 


1.06 


90 


14.31 


57 


8.1 


62 


8.9 


72 


10.3 


86 


12.3 


JX4i 


7.8 


1.11 


5.20 


0.74 


80 


12.72 


51 


7.4 


55 


7.9 


64 


9.1 


76 


10.9 


?X4J 


5.34 


0.76 


3.56 


0.51 


70 


11.87 


47 


6.7 


51 


7.4 


59 


8.4 


71 


10.1 


JX3? 


5.10 


0.73 


3.40 


0.49 


60 


9.45 


37 


5.4 


40 


5.7 


47 


6.7 


57 


8.1 


iX3^ 


4.92 


0.70 


3.28 


0.47 



RAIL JOINTS. 11 

ELEMENTS OF SOME RAIL JOINTS. A. S. C. E. and other Rail 




CONTINUOUS RAIL JOINT 



WEBER RAIL JOINT 
Base Supported Type 



WOLHAUPTER RAIL JOINT 






D.uquesne 



Hvindred Per Cent 
Bridge Supported Type 



Bonzano 





TABLE 4.— ELEMENTS OF VARIOUS ANGLE 


BAR 


JOINTS. 




'V 






+5 




2 bars, wL per 


6 


Elements of sections. 


rt^ '^ 


Kind of joint 
bar. 


■+^ 

to 
a 




Name of raiL 












•jj 




I 

2-bar3. 


s 


s 






In. 


6 




^ 


g 
"3 


s 


< 


Top 

2-bars. 


BTM 

2-bars, 


Lb, 






Lb. 


Lb. 


Tons. 










100 


Angle bar. . 


30 


6 


P. S. rail.. 


32.14 


81 


11.6 


4.91 


13.99 


6.42 


7.19 


100 


Angle bar.. 


33 


6 


A. S. C. E. 


31.31 


86 


12.3 


4.60 


13.40 


5.80 


7.04 


100 


Angle bar. . 


36 


6 


Dudley. . . . 


22.97 


67 


9.6 


3.37 


9.36 


4.39 


5.14 


100 


Bonzano, . . 


26i 


4 


A. S. C. E. 


33.36 


73 


10.4 


5.82 


32.66 


11.55 


9.27 


100 


Bonzano. . . 


30 


6 


P. S. rail.. 


26.98 


66 


9.4 


3.96 


30.76 


12.06 


15.28 


100 


Bonzano. .. 


30 


6 


P. S. rail.. 


32.86 


82 


11.8 


5.82 


32.66 


11.55 


9.27 


100 


Duquesne . 


26 


4 


A. R. A. 

(5 rail)... 


45.27 


98 


14.0 


7.23 


43.82 


14.09 


12.96 


100 


Duquesne . 


30 


6 


P. S. rail . . 


32.93 


83 


11.9 


4.42 


41.05 


13.34 


11.70 


100 


100 per cent 


30 


6 


A. S. C. E. 


47.60 


119 


17.0 


13.60 


47.20 


15.00 


12.24 


100 


Weber 


28 


6 


A. S. C. E. 


45.36 


106 


15.1 




23.28 






90 


Angle bar. . 


28 


6 


A. S. C. E. 


30.00 


70 


10.0 


4.28 


11.82 


5.32 


6.12 


90 


Duquesne . 


28 


6 


A. R. A. 

(5 rail)... 


41.72 


97 


13.9 


6.13 


34.65 


11.61 


10.76 


90 


100 per cent 


28 


6 


A. S. C. E. 


38.71 


90 


12.9 


6.42 


43.76 


15.34 


11.66 


90 


100 per cent 


28 


6 


A. S. C. E. 


31.71 


75 


10.7 


4.14 


45.28 


13.12 


11.33 


90 


100 per cent 


26 


4 


A. S. C. E. 


40.18 


87 


12.4 


5.93 


38.38 


12.97 


10.51 


85 


Angle bar.. 


30 


6 


P. S rail . . 


28.34 


71 


10.1 


4.29 


9.46 


4.84 


5.45 


85 


Angle bar . . 


33 


6 


A. S. C. E. 


24.16 


67 


9.6 


3.55 


8.62 


5.16 


4.95 


85 


Angle bar.. 


40 


6 


A. S. C. E. 


23.86 






3.50 


8.63 


4.08 


5.12 


85 


Bonzano. . . 


29 


6 


A. S. C. E. 


37.15 


90 


12. "9 


5.45 


26.15 


9.30 


7.80 


85 


Continuous 


24 


4 


A. S. C. E. 


33.24 


67 


9.6 


4.88 


16.74 


5.95 


11.16 


85 


Duquesne.. 


30 


6 


P. S. rail.. 


28.96 


73 


10.4 


5.77 


30.89 


10.86 


9.60 


85 


Wolhaupter 


24 


4 


A. S. C. E. 


26.98 


54 


7.7 


3.96 


30.76 


12.06 


15.23 


85 


100 per cent 


28 


6 


A. S. C. E. 


38.20 


89 


12.7 


5.63 


34.30 


11.55 


10.15 


80 


Angle bar. . 


26 


4 


A. S. C. E. 


25.28 


55 


7.9 


3.71 


7.42 


4.33 


3.80 


80 


Angle bar.. 


30 


6 


P. & R 


20.80 


52 


7.4 


3.19 


5.94 


3.26 


3.74 


80 


Angle bar . . 


36 


6 


A. S. C. E. 


23.04 


69 


9.9 


4.70 


9.33 


4.36 


5.12 


80 


Bonzano. . . 


24 


4 


A. S. C. E. 


27.74 


56 


8.0 


4.07 


11.44 


4.81 


4.97 


80 


Continuous 


24 


4 


A. S. C. E. 


32.04 


64 


9.1 


4.70 


14.43 


5.24 


10 30 



12 ESTIMATING PRICES, TRACK WORK .AND MATERIAL 



TABLE 5. — TIL\CK WORK AXD ML\TERL\L. 

\C. P. R. estimating prices, 1915.) 

The following prices cover the cost of work when done under normal con- 
ditions and include aU freight and storage charges: 
Ties: 

No. 1 track ties, each $0. 65 

No. 2 track ties, " 0. 60 

Cull ties. " 0.35 

(For estimating purposes use 60 ties per 100 feet of track.) 
For the various kinds of sawn ties figure: 

Hemlock, per 1000 F. B. M $22. 00 

Tamarack, •" " 23. 00 

Rock ehn, " " 25. 00 

Oak " " 30. 00 



No. 


Standard Se:. 


Hemlock. 


Tamarack. 


Rock elm. 


Oak. 


7 


Turnout 


$ 6.5.00 

71.00 

75.00 

83.00 

89.00 

90.00 

104.00 

101.00 

125.00 

127.00 

135.00 

147.00 

157.00 

206.00 
2.56.00 
245.00 
294.00 


$ 6S.0O 

74.00 

78.00 

87.00 

93.00 

94.00 

109.00 

106.00 

1.30.00 

133.00 

141.00 

154.00 

IW.OO 

215.00 
267.00 
2.57.00 
3OS.00 


$ 74.00 

81.00 

85.00 

95.00 

101.00 

102.00 

118.00 

115.00 

142.00 

144.00 

154.00 

167.00 

178.00 

2.^.00 
290.00 
279.00 
3.34.00 


$ 8^ 00 


8 

9 

10 


Turnout 

Turnout 

Turnout 


. 97.00 
101.00 
113 00 


11 
12 
14 


Turnout 

Turnout 

Turnout 


121.00 
122.00 
142 00 


7 
9 


Slip switch. 

Slip switch. ... 


1.3S.00 
170 00 


7 
7 
9 
9 

7 
7 
9 
9 


Crossover 13 ft. centers. . . 
Crossover 16 ft. centers. . . 
Crossover 13 ft. centers. . . 
Crossover 16 ft. centers. . . 
Crossing crossover: 

13 ft. centers 

16 ft. centers 

13 ft. centers 

13 ft. centers 


173.00 
184.00 
200.00 
214.00 

280.00 
34S 00 
334.00 
400 00 









$.33.00 
20.00 
30.00 
15.00 
18.00 
20.00 



Rails: 

As it is now frequently necessarj' to supply 85 lb. relay rail when a hghter 
rail has been requisitioned, all estimates shoiild be made for 85 lb. rail unless 
lighter rail is known to be available for the work: 

New rails per gross ton 

Relay rails for Company's tracks " 

Relay rails for private sidings " 

Scrap ran " 

Scrap ran for reinforcement " 

Rail fit for relay taken up — credit " 

Fastenings : 

Angle bars, per gross ton $45. 00 

Bolts " " 79.00 

Spikes *' " 54.00 

Tie plates, each 0. 14 

Compromise angle bars, 80-85, per pair 1 

73-85 " 1 

" 7^-80 " 1 

" " 60-65 " 1 

" " 56-72 " 1 

Rail braces, each 0. 20 

On private sidings in preference to using rail braces, use second- 
hand tie plates, each 0. 10 



00 
•20 
20 
20 
20 



ESTIMATING PRICES, TRACK WORK AND MATERIAL. 13 

TABLE 5 (Continued). — TRACK WORK AND MATERIAL. 

Switches : 

85 lb. material should be estimated for all switches to be installed hi tracks 
laid with heavier than 65 lb. rail, except 100 lb, track, and 65 lb. material in 
tracks laid with 65 lb. or lighter rail, unless material of another weight is known 
to be available for the work. 

65 lb. Material: 

High stand, rigid frog No. 9 $112. 00 

" " No. 7 106.00 

Intermediate or low stand, rigid frog No. 9 100. 00 

" " No. 7 94.00 

85 lb. Material: 

High stand, spring frog 139 . 00 

" '' rigidfrogNo. 9 127.00 

" " No. 7 125.00 

Intermediate or low stand, spring frog 128. 00 

" " rigid frog No. 9 116. 00 

" " No. 7 115.00 

Double slip switch No. 9 660. 00 

No. 7 650.00 

Single slip switch No. 9 510. 00 

No. 7 500.00 

Labor: 

When estimating for sidings to be built under standard siding agreement, 10 
per cent of the total cost of the siding, including both the applicant's portion 
and the railway portion, should be added under the heading " Supervision 
and Contingencies." 

Laying split switch, main line $60. 00 

" yard " 50 00 

Laying diamond 40. 00 

" slip switch 130. 00 

track, per foot 0. 12 

Taking up split switch 15. 00 

diamond 15. 00 

" slip switch 50. 00 

" track, per foot 0. 04 

Transferring split switch 70. 00 

" diamond 50. 00 

" slip switch 150.00 

" track, per foot 0. 18 

Ballasting and surfacing, per cubic yard 0. 50 

Derails: 

Hayes derail, hand operated, in place $25 . 00 

" " with operating stand, in place 40. 00 

" " interlocked, in place 150. 00 

Car Stops: 

Cast iron car stops (as per plan T-14-14a) per pair $20. 00 

Earth or cinder car stop (as per plan T-14-14a) 30. 00 

Standard bumping post (as per plan T-14-18a) 125. 00 

Signals: 

When signal changes are made necessary by the construction of a siding 
under standard siding agreement, the cost must be borne by the applicant. 

The cost for signal changes, due to the introduction of one switch 

in the main track may be taken as $300. 00 

For a trailing point switch in double-track territory 200. 00 



14 



COST OF SINGLE TRACK ABOVE SUBGRADE. 



TABLE 6. — SINGLE TRACK: STONT: BALLAST. 
Approximate Cost of Onx Mile or one Foot of Single MAi>f Line Track, above Subgrade. 














cji 


IC 


si 
fct s 


Cost per mile. 


Cost per foot. 




Rails at $33 


Joint bars 

atS45 

ton. 


Bolts at 


Spikes at 


o O 

^2 




21: 


















Wt. 


ton. 


$79 ton. 


$54 ton. 


5P. *^ 


^^ 


-2 05 




O CD 


-^ © 


©"S 


of 

rail. 










H^ 


^- 


c3 


O 0! 


'^1 


O c3 






oi 


^ 


CO 


-*^ 


Tj 




73 


















a 


m 


C 






X 


a 


tn 


CO 


03 


03 




00 


03 


OQ 




o 


O 


o 


o 




C 




O 


o 


o 


o 


o 


o 


O 


o 




H 


O 


15.8 


u 

$711 


1.35 


O 
S107 


H 


O 


u 


O 


u 


O 


O 


o • 


O 


120 


188.6,56224 


4 


$216 


$2080 


$635 


$4000 


$13,973 


$14,873 


$2.65 


$2.82 


110 


172.9 


5706 


13.6 


612 


1.27 


100 


4 


216 


2080 


635 


4000 


13,349 


14,249 


2.53 


2.70 


100 


157.1 


5186 


11.5 


517 


1.19 


85 


4 


216 


2080 


635 


4000 


12,719 


13,519 


2.41 


2.58 


95 


149.2 


4927 


9.40 


423 


0.96 


76 


4 


216 


2080 


635 


4000 


12,356 


13,256 


2.34 


2.51 


90 


141.4 


4667 


8.72 


392 


0.96 


76 


4 


216 


2080 


635 


4000 


12,066 


12,966 


2.28 


2.45 


85 


133.5 


4408 


7.43 


334 


0.80 


63 


4 


216 


2080 


635 


4000 


11,736 


12,636 


2.22 


2.39 


80 


125.7 


4148 


7.14 


321 


0.80 


63 


4 


216 


2080 


635 


4000 


11,464 


12,364 


2.17 


2.34 


75 


117.8 


3889 


6.73 


303 


0.80 


63 


4 


216 


2080 


635 


4000 


11,186 


12,086 


2.12 


2.29 


70 


110.0 


3630 


6.40 


288 


0.80 


63 


4 


216 


2080 


635 


4000 


10,912 


11,812 


2.07 


2.24 


65 


102.1 


3372 


6.07 


273 


0.71 


56 


4 


216 


2080 


635 


4000 


10,632 


11,532 


2.02 


2.19 


60 


94.3 


3116 


5.00 


225 


0.71 


56 


4 


216 


2080 


635 


4000 


10,328 


11,228 


1.96 


2.13 


56 


88.0 2904 


2.57 


116 


0.71 


56 


4 


216 


2080 


635 4000 

J 


10,007 


10,907 


1.90 


2.07 



TABLE 6a. — SINGLE TRACK: GRAVEL BALLAST. 
















OJ3 


in 

CO . 
CO 0) 


ff.t 


Cost per mile. 


Cost per foot. 




Rails at $33 
ton. 


Joint bars 

at $45 

ton. 


Bolts at 
$79 ton. 


Spikes at 
$54 ton. 


CO o 

So 

.So 


c3 






Wt 

of 

rail. 


o H 




■£-3 

O S 


.s'2 




03 




03 




03 




03 


-4-> 






-<-> 


■u 




■U 


-ki 




a 


03 


c 


01 


a 


m 


a 




m 


03 


5E 


m 


to 


ss 


2 




o 


O 


o 


O 




O 




o 


O 


o 


o 


O 


o 


o 


O 




188.6 


U 


H 


O 


1.35 


U 




^ 


'^ 


u 

$635 


U 


o 


O 


U 


O 


120 


$6224 


15.8 


$711 


$107 


$216 


S2080 


81600 


$11,573 


$12,473 


$2.20 


$2.37 


110 


172.9 


5706 


13.6 


612 


1.27 


100 


4 


216 


2080 


635 


1600 


10.949 


11,849 


2.08 


2 25 


100 


157.1 


5185 


11.5 


517 


1.19 


85 


4 


216 


2080 


635 


1600 


10,318 


11,218 


1.96 


2.13 


95 


149.2 


4926 


9.40 


423 


0.96 


76 


4 


216 


2080 


635 


1600 


9,956 


10,856 


1.89 


2.06 


90 


141.4 


4667 


8.72 


392 


96 


76 


4 


216 


2080 


635 


1600 


9,666 


10,566 


1.83 


2.00 


85 


133 5 


4408 


7.43 


334 


0.80 


63 


4 


216 


2080 


635 


1600 


9,336 


10,236 


1.78 


1.95 


80 


125.7 


4148 


7.14 


321 


0.80 


63 


4 


216 


2080 


635 


1600 


9,064 


9,964 


1.72 


1.89 


75 


117.8 


3889 


6.73 


303 


80 


63 


4 


216 


2080 


635 


1600 


8,786 


9.686 


1.66 


1.83 


70 


110.0 


3630 


6.40 


288 


80 


63 


4 


216 


2080 


635 


1600 


8.512 


9,412 


1.62 


1.79 


65 


102.1 


3371 


6.07 


273 


0.71 


56 


4 


216 


2080 


635 


1600 


8,232 


9,132 


1.56 


1.73 


60 


94.3 


3115 


5.00 


225 


0.71 


56 


4 


216 


2080 


635 


1600 


7,928 


8,828 


1.50 


1.67 


56 


88.0 


2904 


2.57 


116 


0.71 


56 


4 


216 


2080 


635 


1600 


7,607 


8,507 


1 44 


1.61 



COST OF DOUBLE TRACK ABOVE SUBGRADE. 



15 



TABLE 7. — DOUBLE TRACK: STONE BALLAST. 
Approximate Cost of One Mile or One Foot of Double Main Line Track, above Subgkade. 


















S-^ 


o 
o 
o <j5 




Cost per mile. 


Cost per 
foot 




Rails at $33 
ton. 


Joint bars 
at $45 
ton.. 


Bolts at 
$79 ton. 


Spikes at 
$54 ton. 


CO a) 

•Sco 


O u 
o 01 


-.^3 ci 

03 =*- 






Wt. 




0) © 






of 
rail. 














03 




4^ 


O 03 

:2;a 


"5, 


oj 


a 




m 


-ij 


A 


4J 


CO 


.*j 


03 


-p- 


+^ 


-IJ 


4^3 




^j 




fl 


m 


CJ 


03 


fl 


cc 


c3 


03 




03 


03 


03 


03 


03 


m 






O 




O 




O 




O 


O 


o 


o 


o 


o 










H 


O 


H 


U 


H 


O 


H 


u 


U 


u 


U 
$7500 


u 


O 





U 


120 


377.2 


$12,448 


31.60 


$1422 


2.70 


$214 


8 


$432 


$4160 


$1000 


$27,176 


$28,976 


$5.15 


$5.49 


110 


345.8 


11,412 


27 'JO 


1224 


2.54 


200 


8 


432 


4160 


1000 


7500 


25,928 


27,728 


4.92 


5.26 


100 


314.2 


10,372 


23.00 


1034 


2.38 


170 


8 


432 


4160 


1000 


7500 


24,668 


26,468 


4.68 


5.02 


95 


298.4 


9,854 


18 80 


846 


1.92 


152 


8 


432 


4160 


1000 


7500 


23,944 


25,744 


4.54 


4.88 


90 


282.8 


9,334 


17.44 


784 


1.92 


152 


8 


432 


4160 


1000 


7500 


23,362 


25,162 


4.43 


4.77 


85 


267.0 


8,816 


14.86 


668 


1.60 


126 


8 


432 


4160 


1000 


7500 


22,702 


24,502 


4.30 


4.64 


80 


251.4 


8,296 


14.28 


642 


1.60 


126 


8 


432 


4160 


1000 


7500 


22,156 


23,956 


4.19 


4.53 


75 


235.6 


7,778 


13,46 


606 


1.60 


126 


8 


432 


4160 


1000 


7500 


21,602 


23,402 


4.09 


4.43 


70 


220.0 


7,260 


12.80 


576 


1.60 


126 


8 


432 


4160 


1000 


7500 


21,054 


22,854 


3.99 


4.33 


65 


204.2 


6,744 


12.14 


546 


1.42 


112 


8 


432 


4160 


1000 


7500 


20,494 


22,294 


3.88 


4.22 


60 


188.6 


6,232 


10.00 


450 


1.42 


112 


8 


432 


4160 


1000 


7500 


19,886 


21,686 


3.77 


4.11 


56 


176 


5,808 


5.14 


232 


1.42 


112 


8 


432 


4160 


1000 


7500 


19,244 


21,044 


3.64 


3.98 



TABLE 7a. — DOUBLE TRACK: GRAVEL BALLAST. 




F^t^ 









Joint bars 










■* o3 

CO aj 

.ScO 





2 <^ 

u 

03 a 


.So 

r3 03 

TO , 

CQ'C 
c3 

+3 

m 






Cost per mile. 


Cost per 
foot. 


Wt. 

of 

rail. 


Kails ai ipoo 
ton. 


at $45 
ton. 


rSolts ai; 
$79 ton. 


bpiK.ei3 at 
$54 toa. 


■p -p 

o3 

;2;'a 


-6 
"a 


■1^ 

c3 

^a 


"a 




03 




+3 




03 

CI 


H 


+3 

s 


$1422 
1224 
1034 
846 
784 
668 
642 
606 
576 
546 
450 
232 


03 

a 


4^ 

03 

6 


03* 




-p 

s 



+5 



m 




4-5 
03 






s 



+3 

m 

6 


120 
110 
100 
95 
90 
85 
80 
75 
70 
65 
60 
56 


377.2 
345.8 
314.2 
298.4 
282.8 
267.0 
251.4 
235.6 
220.0 
204.2 
188.6 
176.0 


$12,448 
11,412 
10,370 
9,852 
9,334 
8,816 
8,296 
7,778 
7,260 
6,742 
6,230 
5,808 


31.60 
27.00 
23.00 
18.80 
17.44 
14.86 
14.28 
13.46 
12.80 
12.14 
10.00 
5.14 


2.70 
2.54 
2.38 
1.92 
1.92 
1.60 
1.60 
1.60 
1.60 
1.42 
1.42 
1.42 


$214 
200 
170 
152 
152 
126 
126 
126 
126 
112 
112 
112 


8 
8 
8 
8 
8 
8 
8 
8 
8 
8 
8 
8 


$432 
432 
432 
432 
432 
432 
432 
432 
432 
432 
432 
482 


$4160 
4160 
4160 
4160 
4160 
4160 
4160 
4160 
4160 
4160 
4160 
4160 


$1000 
1000 
1000 
1000 
1000 
1000 
1000 
1000 
1000 
1000 
1000 
1000 


$3000 
3000 
3000 
3000 
3000 
3000 
3000 
3000 
3000 
3000 
3000 
3000 


$22,676 
21,428 
20,166 
19,442 
18,862 
18,202 
17,656 
17,102 
16,554 
15,992 
15,384 
14,744 


$24,476 
23,228 
21,966 
21,242 
20,662 
20,002 
19,456 
18,902 
18,354 
17,792 
17,184 
16.544 


$4.30 
4.06 
3.72 
3.68 
3.58 
3.45 
3.35 
3.24 
3.14 
3 03 
2.91 
2.80 


$4.64 
4.40 
4.16 
4.02 
3.92 
3.79 
3.69 
3.58 
3.48 
3.37 
3 25 
2.94 



16 MATERIAL REQUIRED FOR TURNOUTS AND COST. 

Turnouts. 

TABLE 8. — APPROXBLITE QUANTITIES OF RAIL AND FASTENINGS, GROSS 

TONS FOR NO. 9. 



Material. 


Weight of rail, pounds. 




















56 


60 


65 70 


75 


80 


85 


90 


95 


100 


Rail 


3.58 


3.83 


4.15 4.46 


4.78 


5.10 


5.42 


5.74 


6.06 


6.38 


Angle bars 


0.25 


0.25 


0.25 0.26 


0.28 


0.29 


0.30 


0.31 


0.32 


0.33 


Bolts 


0.03 


0.03 


0.03 0.03 


0.03 


0.03 


0.03 


0.04 


0.04 


0.04 


Spikes 


0.20 


0.20 


0.20 0.20 


0.20 


0.20 


0.20 


0.22 


0.24 


0.25 


Tie plates. Order 200. 

Switch material. Order complete switch and frog with guard rails. 

Switch ties. Order complete set of switch ties. 



In the above turnouts it is assumed that the material will furnish a com- 
plete turnout covering 100 ft. of main hne track and 100 ft. of siding track. 
(Fig. A.) 



Note:- 

If Turnout is 
fully Tieplated 
add $2S.I}0 




Note :- 

Prices cover work 
shown LQ solid lines 



-lOO-feet 
DIAGRAM OF TURNOUT 

Fig. A. 



TABLE 9. — APPROXBUTE COST OF TURNOUTS FOR VARIOUS WEIGHTS OF 
RAIL WITH GIL\\'EL OR STONE BALLAST. BASE OF RAIL 18 IN. ABO^•E 
SUBGRADE. 



Weight 
of rail, 
lb. per 
yard. 


Rail at S.33 
per ton. 


Switch 
and 
frog 

mate- 
rial. 


Fasten- 
ings (an- 
gle bars, 
bolts and 

spikes). 


Switch 
ties, oak 

at $30 
per 1000. 


Labor. 


Gravel ballast 
120 c. y. at 50fi. 


Stone ballast 

100 c. y. at 

$1.25. 




Tons. 


Cost. 


Cost. 


Cost. 


Cost. 


Cost. 


Ballast- Total 
ing. cost. 


Ballast- 
ing. 


Total 
cost. 


56 
60 
65 
70 
75 
80 
85 
90 
95 
100 


3.58 
3 93 
4.15 
4.16 
4.78 
5.10 
5.42 
5.74 
6.05 
6.38 


$118 
126 
137 
147 
158 
168 
179 
189 
200 
211 


$90 
105 
112 
114 
116 
116 
139 
143 
148 
152 


$19 
23 
25 
25 
26 
27 
27 
28 
29 
36 


$101 
101 
101 
101 
101 
101 
101 
101 
101 
101 


$60 
60 
60 
60 
60 
60 
60 
60 
60 
60 


$60 
60 
60 
60 
60 
60 
60 
60 
60 
60 


^148 
475 
495 
507 
521 
532 
566 
581 
598 
620 


$125 
125 
125 
125 
125 
125 
125 
125 
125 
125 


$513 
MO 
560 
572 
586 
597 
631 
645 
663 
685 



The above are figured for No. 9 turnouts, for No. 7 deduct 15% and for 
No. 11 add 15%. (Fig. A.) 



COST OF CROSSOVERS. 



17 



Crossovers. 

TABLE 10. — APPROXIMATE COST OF CROSSOVERS FOR VARIOUS WEIGHTS 
OF RAIL INCLUDING RESURFACING. 

(Track 13 ft. Centers.) 



Weight 

of rail, 

lbs. 


Rail at $33 


Switch 
and frog 
material. 


Fastenings 
(angle bars. 


Turnout, 


Track 


Labor and 


Total 


per ton. 


bolts, 
spikes). 


ties, etc. 


ties. 


surfacing. 


cost. 


65 


$274 


$224 


$50 


$202 


$15 


$130 


$895 


70 


294 


228 


52 


202 


15 


130 


921 


75 


316 


232 


54 


202 


15 


130 


949 


80 


336 


236 


56 


202 


15 


130 


975 


85 


358 


278 


58 


202 


15 


130 


1041 


90 


378 


286 


60 


202 


15 


130 


1071 


95 


400 


296 


62 


202 


15 


130 


1105 


100 


422 


304 


72 


202 


15 


130 


1145 



The above are figured for No. 9 turnouts; for No. 7 deduct 15% and for 
No. 11 add 15%. 

Example : 

What is the detailed cost of a No. 9 single track crossover; 85 lb. steel, not 
tie plated? Table 10, under 85 lb. rail. 

Rail $358 

Switch and frog material 278 

Angle bars, bolts, and spikes 58 

Turnout ties 202 

Track ties 15 

Labor and surfaces 130 

SlOil 
Supervision and contingencies, 10% 104 

Total $1145 



TABLE 11. — APPROXIMATE COST OF SWITCH TIES FOR CROSSOVERS. 

Crossover ties. 





Track 

centers, 

ft. 


F. B. M. 


Approximate cost. 


Number of turnout. 


$22 per 
M. 


$25 per 
M. 


$30 per 
M. 


7 C. P. 

8. A. R. E. A. 

9 C. P. 

11. A. R. E. A. 


13 
13 
13 
13 
14 
15 


6095 (15 or 16| ft. split switch) 
6925 (15 or 16| ft. split switch) 
6725 (15 or 16| ft. split switch) 
9534 (22 ft. switch) 


$134 
153 
148 
210 
148 
157 


$153 
173 
178 
239 
169 
179 


$183 
208 
202 
286 


9 C. P. 

9 C. P. 


6725 (15 or 16^ ft. split switch) 
7088 (15 or 16| ft. split switch) 


202 
213 



18 TRACK MATERIAL AND ESTIMATES FOR SPUR LINES. 



TRACK MATERIAL AND ESTIMATES. 

For making preliminary quick estimates of the approximate 

cost of spur tracks, the following tables and figures will be found 

very serviceable, the same unit prices for track material being 

used as quoted in the preceding estimates. 

Example : 

Find the approximate cost of constructing a 500 ft. spur on a 2 ft, fill main 
line 85 lb. rail, spur to be 65 lb. rail. (Turnout same weight as main line rail.) 
Estimate : 

85 lb. turnout, tie plated (Table a) $596 

500 ft. (less 200 ft. for turnout) 300 ft. 65 lb. track (Table b) @ $1.56. 468 

500 ft. of fill (2 ft. high) $71 by 5 (Table c) ...... . 355 

Total $1419 



TABLE a. — TURNOUTS. 



TABLE b. — TRACKWORK. 





Cost of turnout. 


Cost of track per foot. 




Weight of 
rail, lb. 






Weight of 
rail, lb. 


Not tie plated. 


Tie plated. 


No. 1 ties and 
new rail. 


No. 2 ties and 
relay rail. 


100 


$620 
598 


$650 
628 


$2.00 
1.89 




100 


95 


$1.40 


95 


90 


581 


611 


1.83 


1.35 


90 


85 


566 


596 . 


1.78 


1.30 


85 


80 


532 


562 


1.72 


1.25 


80 


75 


521 


551 


1.66 


1.20 


75 


70 


507 


537 


1.62 


1.15 


70 


65 


495 


525 


1.56 


1.10 


65 


60 


475 


505 


1.50 


1.05 


60 


56 


448 


478 


1.44 


1.00 


56 


Table a includes rail and fastenings, 
switch material, ties, ballast, labor, etc., com- 
plete in place for each turnout. 


Table b includes rail, ang 
spikes, ties and ballast comple 
each weight of rail given with 7-ii 
tie. 


e bars, bolts, 
te in place for 
1. ballast under 



TABLE c. — FILL. Cubic Yards Fill Per 100 Ft. of Track, 16 Ft. Subgrade. 



Fill 


6 in. 

32 
16 


ift. 

66 
33 


ijft. 


2 ft. 


21ft. 


3 ft. 


3Ht. 


4 ft. 


5 ft. 

436 

218 


6 ft. 

556 

278 


7 ft. 

688 
344 


8 ft. 


Cubic yards 

Cost at 50^ yd., $. 


102 
51 


142 

71 


184 
92 


228 
114 


276 
138 


326 
163 


930 
465 



Tie Plates. — Usually always provided for the switch leads, 
the turnout curve and the siding curves, 120 per 100 lineal feet. 

Ballast. — 50 cubic yards per 100 feet allows for an average 
gravel ballast section 7 inches deep under the ties. 

Rail and Turnout. — 100 feet of main track and 100 feet of 
siding comprises the turnout Fig. A, page 16, and in the case of a 
new spur or siding the 100 feet of main line rail released may be 
laid on the reverse curve back of the turnout, hence considering 



TRACK MATERIAL AND ESTIMATES FOR SPUR LINES. 19 



the turnout as furnishing 100 feet, and the released main hne rail 
100 feet, the siding rail to be figured will be reduced by 200 feet 
for each. 

Signals. — In block signal territory $250.00 may be added to 
the estimate for changes due to the introduction of one switch in 
the main track, and $175.00 for a trailing point switch in double 
track territory. 

Culverts. — 



Concrete pipe. 


Cast iron pipe. 


Ordinary wood boxes. 


Size, 
inches. 


Cost per 
foot. 


Add for 

wing walls, 

concrete. 


Size, 
inches. 


Cost per 
foot. 


Add for 

wing walls, 

rip rap. 


Size, feet. 


Cost 
per 
foot. 


Add for 
wing walls. 


18 
24 
30 
36 


$2.20 
2.50 
2.75 
3.00 


$30 
40 
50 
60 


18 
24 
30 
36 


$5.00 

7.75 

10.00 

12.00 


$15 
18 
21 
24 


1 X2 
2X2 
2X3 
3X4 


$1.00 
1.50 
2.50 
3.00 


"$16"* 
24 



Telegraph Poles : 

Cost of removing 1 to 4 poles $20. 00 per pole 

4 to 8 " 17.50 

8 to 12 '' 15.00 " 

12 or more '' 10. 00 " 

Car Stops: installed complete in place. 

Earth or cinder stop, banked up $15. 00 

Earth or cinder wood frame 30. 00 

Cast iron stop block (small size) 45 . 00 

Ellis type stop block 100. 00 

Cattle Guards: 

Cattle guards, surface 35. 00 

crib 40.00 

pit 75.00 

Compromise Angle Bars: per pair 1.50 to 2.00 

Track Ties. — A fair average price is 65 cents each delivered 
along the track, and figuring 3200 to the mile the cost would be 
$2080 per mile for new main line single track. 

For maintenance work about 10 per cent is a fair average for 
renewals, or 300 per mile costing $195. For side tracks 5 per 
cent is a good average or 150 per mile; for the latter, however, 
second class and cull ties are used ranging from 30 to 50 cents 
each or an average of 40 cents or $60 per mile. 

Labor. — Putting in ties for ordinary track, a common figure 
for estimating is 12 cents per lineal foot for single track. 

Ballasting and Surfacing. — Gravel ballast 10 inches under 
ties, 30 cents per' lineal foot for single track. Stone ballast 7 
inches under ties, 75 cents per lineal foot for single track. 



20 TRACK MATERIAL PER 100 FT. AND PER MILE. 

TABLE 12. — APPROXIMATE QUANTITIES PER 100 FEET OF SINGLE 
TRACK. R_\IL.-:, FASTENINGS, ETC., GROSS TONS. 



Material. 






Various weights of rai 


Is in pounds. 








100 


95 


90 


85 


80 


75 


70 


65 


60 


56 


Rail 

Angle bars 

Bolts 

Spikes 


2.98 
0.21 
0.022 
0.075 


2.83 
0.18 
0.018 
0.075 


2.68 
0.16 
0.016 
0.075 


2.53 
0.141 
0.015 
0.075 


2.38 
0.149 
0.017 
0.075 


2.23 
0.13 
0.013 
0.075 


2.09 
0.12 
0.012 
0.075 


1.93 
0.114 
0.014 
0.075 


1.78 
0.104 
0.014 
0.075 


1.67 
0.05 
0.014 
0.075 


Tie plates. 

Ties 

Ballast .... 


120 per 100 ft. 
60 per 100 ft. 
60 cu. vd. per 100 ft. 



Example: 

"VMiat quantity of material is required for 400 ft. of single line track; 85 lb. 

steel, not tie plated? From Table 12 under 85 lb. rail. 

Rail 2.53 X 4 = 10.12 gross tons. 

Angle bars 0.141 X 4 = 0.564 " 

Bolts 0.015 X 4 = 0.06 

Spikes •. 0.075 X 4 = 0.30 

Ties ., 60 X 4 = 240 ties. 

Ballast 60 X 4 = 240 cu. yds. 



TABLE 12a. — APPROXIMATE QUANTITIES PER MILE OF SINGLE TRACK. 
RAILS, FASTENINGS, ETC., GROSS TONS. 





Various weights of rails in pounds. 


Material. 




100 95 


90 


85 80 


75 ^ 70 

1 


65 


60 


56 


Rail 


157.14 


149.29 


141.43 


133.57 


125.71 


117.85 


110.00 


102.14 


94.29 


88.00 


Angle 




















bars. . . 


11.5 


9.4 


8.72 7.43 


7.14 


6.73 


6.40 


6.07 


5.00 


2.57 


Bolts.... 


1.19 


0.96 


0.96 0.80 


0.80 


0.80 0.80 


0.71 


0.71 


0.71 


Spikes. . . 


4.0 


4.00 


4.00- 4.00 4.0 


4.00 4.00 


4.0 


4.0 


4.0 


Tie plates 


6000 per mile. 


Ties 


3000 per mile. 


Ballast . . 


3000 


cu. yd 


per m 


ile. 















Example : 

What quantity of material is required for 3 miles of single line track; 
90 lb. steel, tie plated? From Table 12a, under 90 lb. rail. 

Rail 141.43 X 3 = 424.29 gross tons. 

Angle bars 8.72X3= 26.16 " 

Bolts 0.96 X 3 = 1.98 " 

Spikes 4.00 X 3 = 12.00 '' 

Tie plates 6000 X 3 = 18,000 plates 

Ties 3000 X 3 = 9,000 ties 

Ballast 3000X3= 9,000 cu. yds. 



COST AND CREDIT PER MILE FOR RENEWALS. 



21 



Rail Renewals. 

TABLE 13. — COST AND CREDIT PER MILE FOR VARIOUS WEIGHTS OF RAIL. 

Estimated Cost of New and Second Hand Rails and Fastenings per Mile of Track, 
AND Credit for the Same when Removed. 



+3 . 


Kind of rail. 


Rail. 


Fish plates or 
angle bars. 


Bolts. 


Spikes. 




b£ 03 


i 


1^ 


o 
O 


i 


6 

'u 


a 


CO 

Ct 
O 


'u 
Ph 


-1-5 
m 
O 
O 


00 


1 


6 


Total. 


lb. 


New 


75.43 
75.43 


$ 
33 

20 


$ 
2489.19 

1508.60 


2.64 
2.64 


45 
35 


118.80 
92.40 


0.78 

ro.39 

\0.39 


$ 
79.00 
68.00 

79 on 


$ 
61.62 
26.52 
30 81 


4 


$ 

54 
54 


$ 

216 
216 


2885.61 


48 


Second hand . 


1874.33 




Credit 


75.43 


20 


1508.60 


2.64 


35 


92.40 


0.39 


68.00 


26.52 


3 


54 


162 


1789.52 




New. 


81.71 
81.71 


33 
20 


2696.43 
1634.20 


2.83 
2.83 


45 
35 


127.35 
99.05 


0.78 

ro.39 

\0.39 


79.00 
68.00 
79 00 


61.62 
26.52 
30 81 


4 

I* 


54 
54 


216 
216 


3101.40 


62 


Second hand . 


2006.58 




Credit 


81.71 


20 


1634.20 


2.83 


35 


99.05 


0.39 


68.00 


26.52 


3 


54 


162 


1921.77 




New 


88.00 
88.00 


33 
20 


2904.00 
1760.00 


2.83 
2.83 


45 
35 


127.35 
99.05 


0.78 
fO.39 
10.39 


79.00 
68.00 
79 00 


61.62 
26.52 
30 81 


4 
1^ 


54 
54 


216 
216 


3308.97 


56 


Second hand . 


2132.38 




Credit 


88.00 


20 


1760.00 


2.83 


35 


99.05 


0.39 


68.00 


26.52 


3 


54 


162 


2047.57 




New 


94.20 
94.20 


33 
20 


3108.60 
1884.00 


5.49 
5.49 


45 
35 


247.05 
192.15 


0.80 

ro.4o 

\0.40 


79.00 
68.00 
79 00 


63.20 
27.20 
31.60 


4 

1^ 


54 
54 


216 
216 


3634.85 


60 


Second hand . 


2350.95 




Credit 


94:20 


20 


1884.00 


5.49 


35 


192.15 


0.40 


68.00 


27.20 


3 


54 


162 


2265.35 




New 


102.17 
102.17 


33 
20 


3371.61 
2043.40 


7.04 
7.04 


45 
35 


316.80 
246.40 


0.74 
fO.37 
10.37 


79.00 
68.00 
79 00 


58.46 
25.16 
29.23 


4 


54 
54 


216 
216 


3962.87 


65 


Second hand . 


2560.19 




Credit 


102.17 


20 


2043.40 


7.04 


35 


246.40 


0.37 


68.00 


25.16 


3 


54 


162 


2476.96 




New 


113.14 
113.14 


33 
20 


3733.62 
2262.80 


12.26 
12.26 


45 
35 


551.70 
429.10 


1.26 

ro.63 

\0.63 


79.00 
68.00 
79 00 


99.54 
42.84 
49.77 


4 


54 
54 


216 
216 


4600.86 


72 


Second hand . 


3000.51 




Credit 


113.14 


20 


2262.80 


12.26 


35 


429.10 


0.63 


68.00 


42.84 


3 


54 


162 


2896.74 




New 


114.71 
114.71 


33 
20 


3785.43 
2294.20 


8.17 
8.17 


45 
35 


367.65 
285.95 


0.84 

ro.42 

\0 42 


79.00 
68.00 
79 00 


66.36 
28.56 
33 18 


4 
3 


54 
54 


216 
216 


4435.44 


73 


Second hand . 


2857.89 




Credit 


114.71 


20 


2294.20 


8.17 


35 


285.95 


0.42 


68.00 


28.56 


54 


162 


2770.71 




New 


125.71 
125.71 


33 
20 


4148.43 
2514.20 


7.86 
7.86 


45 
35 


353.70 
275.10 


0.88 

ro.44 

\0 44 


79.00 
68.00 
79 00 


69.52 
29.92 
34 76 


4 
3 


54 
54 


216 
216 


4787 65 


80 


Second hand . 


3069.98 




Credit 


125.71 


20 


2514.20 


7.86 


35 


275.10 


0.44 


68.00 


29.92 


54 


162 


2981.22 




New 


133.57 
133.57 


33 
20 


4407.81 
2671.40 


7.43 
7.43 


45 
35 


334.35 
260.05 


0.80 

ro.40 

10.40 


79.00 
68.00 
79 00 


63.20 
27.20 
31 60 


4 
3 


54 
54 


216 
216 


5021.36 


85 


Second hand. 


3206.25 




Credit 


133.57 


20 


2671.40 


7.43 


35 


260.05 


0.40 


68.00 


27.20 


54 


162 


3120.65 




New 


157.14 
157.14 


33 
20 


5185.62 
3142.80 


15.71 
15.71 


45 
35 


706.95 
549.85 


1.19 

ro.60 

10 59 


79.00 
68.00 
79 00 


94.01 
40.80 
46 61 


4 

h 

3 


54 
54 


216 
216 


6202.58 


100 


Second hand . 


3996.06 




Credit 


157.14 


20 


3142.80 


15.71 


35 


549.85 


0.60 


68.00 


40.80 


54 


162 


3895.45 



From the foregoing table, the capital and maintenance charges can be easily figured, for replac- 
ing old rail with new rail or old rail with heavier second hand rail for the unit prices given. 

Example. — What is the cost of renewing 80 lb. with new 85 lb. rail and state how much ia 
chargeable to capital and how much to maintenance? 

New 85 lb. rail and fastenings from table S5021.36 

Credit old 80 " " " " " 2981.22 

$2040.14 = total charge. 
Cost of new 85 lb. rail, etc., less cost of new 80 lb. rail, etc., 

= $5021.36 - $4787.65 from table = 233.71 = cap. charge. 

DifiFerence $1806.43 = maint'ce charge. 
Note. — The above covers rail fastenings only ; to the maintenance charge would be added 
labor replacing and any tie renewals. 



22 



SWITCH TIES FOR VARIOUS TURNOUTS. 



TABLE 14. — BILL OF SWITCH TIES FOR VARIOUS TURNOUTS. (C. P. R.) 



















(10 or 11 ft.) 




15 or 


16^ ft. S] 


3lit switches. 






Stub switch.* 


Yard split 


















switch. 




Number of pieces required for each turnout. 


Niimber of pieces for each 
turnout. 


Size and length 
of ties. 






Frog 


numbers. 




Frog 
numt>er3. 


Frog 
numbers. 




No. 7. 


No. 8. 


No. 9. 


No. 10. 


No. 11. 


No. 12. 


No. 7. 


No. 9. 


No. 7. 


No. 9. 


7X9 8 


3 


3 


3 


3 


3 


3 






3 


3 


7X9 8 6 


9 


10 


10 


10 


10 


10 


9 


9 


6 


7 


7X9 9 


6 


6 


6 


6 


6 


5 


4 


6 


5 


6 


7X9 9 6 


3 


3 


4 


5 


6 


6 


4 


4 


3 


4 


7X9 10 


3 


3 


4 


4 


5 


6 


3 


4 


2 


3 


7X9 10 6 


3 


3 


3 


4 


3 


3 


2 


4 


2 


3 


^X9 11 


2 


3 


3 


3 


4 


4 


3 


3 


2 


3 


7X9 11 6 


2 


2 


3 


3 


3 


4 


2 


2 


2 


2 


7X9 12 


2 


2 


2 


3 


3 


3 


2 


3 


2 


2 


7X9 12 6 


2 


3 


3 


3 


3 


4 


2 


3 


2 


3 


7X9 13 


2 


2 


3 


3 


4 


4 


2 


3 


3 


3 


7X9 13 6 


2 


3 


3 


3 


3 


4 


2 


3 


2 


3 


7X9 14 


2 


2 


2 


3 


3 


3 


3 


2 


2 


2 


7X9 14 6 


2 


2 


2 


2 


3 


3 


2 


3 


2 


3 


' 7X9 15 


2 


2 


2 


3 


3 


3 


1 


1 






7X9 15 6 


2 


2 


3 


2 


2 


3 










7X9 16 


3* 


2 


3 


2 
62 


2 


• 2 






2 


2 


Total 


50 


53 


59 


66 


70 


41t 


50t 


40 


49 


Lineal feet. . . 


557^ 


587 


662i 


692 


739^ 


793^ 


445^ 


546 


438^ 


537^ 


Feet B. M. . . . 


2927 


3082 


3478 


3633 


3882 


4166 


2339 


2867 


2302 


2822 



* Totals for stub switch turnouts do not include headblock. One 8" X 1-1" X 15' required for 
each. 

TABLE 14a. — APPROXIMATE COST OF SWITCH TIES. 
Switch Ties (15 or 16', Ft. Split Switches). 



Number of turnout. 



7 C. P. 

8 C P 

9^ . . X. Y. C. &H."r! 

9 C. P. 

10 C. P. 

11 C. P. 

12 C. P. 



F. B. M. 



2,927 
3,082 
3,269 
3,478 
3,633 
3,882 
4,166 



Approximate cost. 



$22 per M. $25 per M. $30 per M. $35 per M 



S65 
68 

72 
76 
80 
86 
92 



S74 
77 
82 
87 
91 
97 

104 



S88 
93 
98 
104 
109 
117 
125 



S103 
108 
115 
122 
128 
136 
146 







Slip S 


WITCH Ties. 
















Approximate cost. 






Number of turnout. 


F. B. M. 










$22 per M. 


$25 per M. 


$30 per M. 


$35 per M. 


7. 


C. P. 


4,600 


S102 


$115 


$138 


S161 


8. 


A. R. E. A. 


5,828 


129 


146 


175 


204 


9. 


C. P. 


6,900 


152 


173 


207 


242 


11. 


A. R. E. A. 


7,182 


158 


180 


216 


251 


16. 


A. R. E. A. 


10,064 


222 


252 


302 


352 



SWITCH TIES FOR VARIOUS CROSSOVERS. 



23 



TABLE 15. — BILL OF SWITCH TIES FOR VARIOUS CROSSOVERS AND 

TRACK CENTERS. 
Number of Pieces Required for Each Crossover. 



22 ft. split switch. 


15 or 161 ft. split switch. 


15 or 16§ ft. split switch. 


No. U crossover (A. R. E. A.). 


No. 8 crossover (A. R. E. A.). 


No. 7 crossover (C.P. R.). 


Centers of tracks. 


13 ft. 


Centers of tracks. 


13 ft. 


Centers of tracks. 


16 ft. 


In. Ft. In. 




In. Ft. In. 




In. Ft. In. 
7 X 9 X 16 0\ 
Headblocks. J 
Ties. 


4. 










Ties. 


Ties. 




7X9X 9 


24 


7X9 X 9 


16 


7 X9 X 8 


6 


7 X9 X 9 6 


20 


7 X9 X 9 6 


14 


7 X9 X 8 6 


16 


7 X 9 X 10 


16 


7 X 9 X 10 


10 


7 X9 X 9 


12 


7 X 9 X 10 6 


10 


7 X 9 X 10 6 


8 


7 X9 X 9 6 


6 


7X9X 11 


10 


7X9 X 11 


6 


7 X 9 X 10 


4 


7X9X 11 6 


10 


7X9 X 11 6 


6 


7 X 9 X 10 6 


6 


7 X 9 X 12 


6 


7 X 9 X 12 


6 


7 X 9 X 11 


4 


7 X 9 X 12 6 


8 


7 X 9 X 12 6 


6 


7 X 9 X 11 6 


4 


7 X 9 X 15 


4 


7 X 9 X 15 


4 


7 X 9 X 12 


6 


7 X 9 X 21 6 


32 


7 X 9 X 21 6 


24 


7 X 9 X 12 6 
7 X 9 X 13 


4 
4 










7 X 9 X 13 6 


6 










7 X 9 X 14 


4 










7 X 9 X 14 6 
7 X 9 X 15 
7 X 9 X 15 6 
7 X 9 X 16 
Total 


4 






4 






4 






4 


Total 


140 


Total 


100 


102 




1816 
9534 


Lineal 
Feet E 


feet 


6925 "" 


Lineal 
FeetE 


feet 


1161 


Feet B. M 


\.M 


i.M 


6095 


Distance between"! 












theor. points of 












frogs measured > 


38' 3" 




27' 71" 




45' 6|" 


parallel to main 








track rails. j 












15 or 16J 


ft. split sw 


itch. 


Stub switch. 


No. 9 cros 


sover (C. I 


'. R.). 


No. 9 crossover (C. P. R.). 


Centers of tracks. 


13 ft. 


14 ft. 


15 ft. 


Centers of tracks. 


13 ft. 


14 ft. 


15 ft. 


In. Ft. In. 








In. Ft. In. 








7 X 9 X 16 \ 
Headblocks. J 


4 


4 


4 


Ties. 








7X9X 8 6 


18 


18 


18 


Ties. 








7 X9X 9 


8 


8 


8 


7X9X 8 


6 


6 


6 


7 X 9 X 9 6 


8 


8 


8 


7X 9 X 8 6 


16 


16 


16 


7 X 9 X 10 


6 


6 


6 


7 X9 X 9 


14 


14 


14 


7 X 9 X 10 6 


4 


4 


4 


7X9 X 9 6 


10 


10 


10 


7 X 9 X 11 


6 


6 


6 


7 X 9 X 10 


8 


8 


8 


7X9X 11 6 


4 


4 


4 


7 X 9 X 10 6 


6 


6 


6 


7 X 9 X 12 


4 


4 


4 


7 X9 X 11 


6 


6 


6 


7 X 9 X 12 6 


4 


4 


4 


7 X9 X 11 6 


4 


4 


4 


7 X 9 X 13 


4 


4 


4 


7 X 9 X 12 


6 


6 


6 


7 X 9 X 13 6 




4 


4 


7 X 9 X 12 6 


4 


4 


4 


7 X 9 X 14 




6 


6 


7 X 9 X 13 


6 


6 


6 


7 X 9 X 14 6 






4 


7 X 9 X 13 6 




8 


8 


7 X 9 X 15 






4 


7 X 9 X 14 




4 


4 


7 X 9 X 21 


13 






7 X 9 X 14 6 






6 


7 X 9 X 22 




7 




7 X 9 X 15 






4 


7 X 9 X 23 






3 


7 X 9 X 21 
7 X 9 X 22 
7 X 9 X 23 


17 


■■■9" 


'■■5" 


Totalof 7"X9"ties.. 
Lin. ft. of 7" X 9" ties. 
F.B. M.of7"X9"ties 


79 

938 

4925 


83 

957 

5024 


87 

990 

5198 


Total 


107 


111 


117 


Headblocks. 








Lineal feet 


1281 


1286 


1350 


8"X14" ties 15' 0".... 


2 


2 


2 


FeetB. M 


6725 


6752 


7088 


Lin( 
Feel 


3al feet 


30 

280 


30 

280 


30 




.B.M 


280 




F. B.M. of all ties.... 


5205 


5304 


5478 




Distance betweenl 
















theor. points of 
















frogs measured 


31' 104i" 


10' lOf" 


49' 10" 




24' 7/s" 


31' 7" 


38' Ox%" 


parallel to main 
















track rails. 

















24 COST OF BUILDINGS AXD MISCELLANEOUS STRUCTURES. 



CHAPTER II. 
STRUCTURAL MATERIAL AND ESTIMATES. 

TABLE 16. BUILDINGS AXD MISCELL-\XEOUS. 
(C. P. R. estimating prices, 1915.) 

The following prices for bmldings are an average of a number built on 
Eastern Lines under normal conditions with ordinary- foundations, and are 
intended only as a guide: when estimating, the figures must be checked by 
local officers and may be varied to suit actual conditions. 

(A) Ash pits, two track (drain not included) S3, 750. 00 

Ash pit, 30 ft. long, concrete with firebrick lining -iOO. 00 

(B) 1 boiler and stack (1-100 H. P.) with foundation and con- 

crete supports 2,500. 00 

2 boilers and stack (2-100 H. P.) with foundation and con- 
crete supports 5,000. 00 

Boiler house and machine shop (equipment not included) . . . 10,000. 00 

Bunk house No. 1 4,.500. 00 

" " portable 300. 00 

" No. 3 600.00 

" No. 4 1,000.00 

(C) CoaHng plant, two track complete with approach 13,500. 00 

" three "' '^ '' '' 16,500.00 

Cottages (double"), concrete foundation (no drainage in- 
cluded). [ 7,500. 00 

Charcoal house 500 . 00 

Coal and oil house 250 . 00 

Commercial coal shed 600. 00 

Cattle guards, per set, for single track 16. 00 

(D) Depot scales, 3 ton 275 .00 

(E) Engine house (85 ft.), drain not included, per stall 3,500. 00 

" (90 ft.) '' " " " 3,750. 00 

Electric light standards for station platforms, each (no wiring) 

T^-pe A 50. 00 

T\-pe B 30. 00 

T>-pe C 15. 00 

(F) Freight shed. 50 ft. anv floor, per square foot 1. 35 

" 40 ft. "' " •'• 1.45 

" " 30 ft. with continuous sUding doors, any floor . 1. 60 

" 30 ft. with platform, any floor, per square foot 1. 50 

Fencing — 7 wire fence, per rod 0. 75 

Permanent snow fence, per foot 0. 35 

Portable " " " ... 0.25 

Corrugated iron, not including painting, per foot 1. 50 

(G) Gates, pipe braced farm gates, each in place 5. 00 

Wire " " " " " " 4.25 

(I) Ice house. No. 2. without high platform 1.300. 00 

No. 2, with '' " 1.7.50. 00 

Inspection pit (concrete) for single track 1,000. 00 

(M) Machine shop and boiler house (equipment not included). 10,000.00 



COST OF BUILDINGS AND MISCELLANEOUS STRUCTURES. 25 

TABLE 16 (Continued). — BUILDINGS AND MISCELLANEOUS. 

(P) Pump house No. 2 (not including pump, boiler or stack) . . $700. 00 

Privy No. 2 75. 00 

/ Privy for passenger stations 130. 00 

" ^ " section houses _. 100. 00 

Paving, scoria blocks on sand bed, jointed with sand, per sq. 

yard 2.40 

" scoria blocks on concrete foundation, jointed with 

sand, per sq. yard 3. 40 

" scoria blocks on concrete foundation, jointed with 

cement, per sq. yard 3. 50 

" granite sets on sand bed, jointed with sand, per sq, 

yard 2.00 

' " granite sets on concrete foundation, jointed with 

sand, per sq. yard 3. 00 

" granite sets on concrete foundation, jointed with 

cement, per sq. yard 3. 25 

(S) Stand pipe (10 in.) with pit, not including supply pipe or 

drainage 700. 00 

Sand house for two tracks 1,800. 00 

" " " three " 2,000. 00 

Scales track, 100 ton (complete but no drainage included) 3,750. 00 

" depot, 3 ton 300. 00 

" wagon, 10 ton, with compound beam scales 600. 00 

Store and oil house No. 7, 30 ft. X 60 ft., with Bowser equip- 
ment, air hoist 6,500. 00 

Store and oil house No. 8, 30 ft. X 30 ft., with Bowser equip- 
ment, air hoist 4,500. 00 

Store and oil house No. 9, 20 ft. X 30 ft., with Bowser equip- 
ment, air hoist 3,750. 00 

Section house No. 2 — single 1,200. 00 

" " No. 4 — " 1,900. 00 

" " No. 3 — double 4,200. 00 

Stations (No. 2), concrete foundations, hot water heating 

and electric light (no furnishings included) 7,000. 00 

Stations (No. 5), concrete foundations, hot water heating 

and electric light (no furnishings included) . 5,000. 00 

Stations (No. 6), concrete foundations, hot water heating 

and electric light (no furnishings included) 900. 00 

Station, portable 600. 00 

Station platforms, wood, per square foot 15c. to 18c. 

" " concrete, per square foot 20c. to 30c. 

" " high freight, wood, per square foot 18c. to 25c. 

Shelter, not enclosed 50 ft. X 8 ft. platform 350. 00 

" semi-enclosed 50 ft. X 8 ft. " 400.00 

" No. 2 semi-enclosed 50 ft. X 8 ft. " 600.00 

" No. 2 enclosed 50 ft. X 6 ft. " 275.00 

" No. 3 enclosed 60 ft. X 6 ft. " 550. 00 

" special semi-enclosed 50 ft. X 8 ft. " 260. 00 

(T) Tank 40,000 gallon, erected complete 3,500. 00 

" 60,000 " '' '' 4,500. 00 

Turntable (80 ft.) with circle wall and pier (no drain in- 

' eluded) 9,000. 00 

Track scales, 100 ton (complete but no drainage included) 3,750. 00 

Tool house No. 2, single 90. 00 

" double 175.00 

" " No. 3 (for maintainers of automatic signals) ... 180.00 

(W) Wagon scales, 10 ton, with compound beam scales 600. 00 



26 PRELIMINARY ESTIMATING PRICES FOR BUILDINGS. 



TABLE 17. — BUILDINGS. 
PBEUMEfARr 1915 Es'nM.\TiNG Pmces fob A^'ERAGE Station- Work. 

The figures given include labor and material for the work in place. 



Excavation: 

Piling, cu. yd SO . 50 

Cone, piles, first 20 ft. per ft 1 .00 

" " additional length per ft. . . 0.80 

Brickwork : 

Brick in wall (common) per M 19.00 

" ext. face per M 45 . 00 

" int. " per M GO. 00 

Concrete Work: 

Concrete 1:2:3, plain, cu. yd 6.00 

reinforced, cu. yd. . . 12.00 

" " tile reinforced, sq.ft. 0.30 

fill cinder, cu. ft . 12 

" slabs on hy. rib metal (2 in.), 

sq. ft 0.10 

Cement finish (1 in.), sq. ft 0.07 

Granolithic sidewalk cone. & topping, 

sq. yd 1.80 

Terra Cotta Work: 

Terra cotta (3 in.) sq. ft 0.11 

" (4 in.) " 0.12 

" (6 in.) " ' 0.15 

" (Sin.) " 0.17 

" (12 in.) " 0.25 



Stonework: 

Granite ashlar, sup. ft 

" " cut & molded, cu. ft. 

Limestone ashlar, sup. ft 

" cut & moulded, cu. ft 



1.25 
3.00 
1.00 
2.25 



Structural Steel: 

Structural steel (delivered), per lb. . . . 0.4 J 
" " (deUvered & erected), 

per lb . oj 

Plaster Work: 

Metal furring, not including lath, sq. ft. . 03 

Metal furring, including lath, sq. ft. . . 0.06 

Corner bead in place, lin. ft 0.06 

Plaster on metal lath, 3 coats, sq. yd. 0.40 

" " terra cotta, 2 coats, sq. yd. 0.35 
" molded work, incl. furring, 

sq. ft 0.45 

Plaster (cement), 3 coats, sq. yd 0.50 

1 coat, sq. yd 0.30 

Marble Work: 

Marble dado & partition, sq. ft 1 . 25 

" floors, sq. ft . 60 

" base, sq. ft 1.00 



Floors and Roof Work: 

Terrazzo, cover only, sq. ft $0.20 

Mastic cushion t>-pe cover only, sq. ft. . 22 

Bitumen cover only, sq. f t 0.10 

Wood under floors, M 30.00 

sleepers, M 35.00 

Roof framing, M 30 .00 

" sheathing, M 30.00 

Oak floors laid & scraped, sq. ft 0. 25 

Birch floors laid & scraped, sq. ft 0.11 

Copper cornice, lin. ft 1.00 

Copper roofing, square 38.00 

Composition roof laid, square 5.00 

Carpentry and Joiner Work: 
D. H. frame & sash wood, daylight 

opening, sq. f t . 80 

Casement frame & sash, daylight 

opening, sq. f t 0.70 

Interior frames & sash, daylight open- 
ing, sq. ft . 80 

Door & transom, pine, each 18 . 00 

oak, each.. 20.00 

" " with trim, pine, each. 22.00 

" " " " oak, each. 25.00 
Door without transom with trim, pine, 

each 20.00 

Door without transom with trim, pine, 

each 22.00 

Base set, lin. ft . 30 

Chair rail, set, Un. ft 0.15 

Picture mold, set, Un. ft 0. 10 

Wainscot, sq. ft 1 . 25 

Glazing Work: 

Plate glass, sq. f t . 50 

" wire, sq. ft 0.90 

Glass, silver ripple, sq. ft . 25 

" 26 oz., sq. ft 0.25 

Skylights inst'd incl'g glass & glazing, 

sq. ft 1.25 

Paint Work: 
Stain & fill (3 coats varnish & finish), 

sq. yd . 50 

3 coats lead & oil, sq. yd 0.30 

Canvas dado & 3 coats lead oil, sq. yd. . . . 70 

Metal weather strip in place, lin. ft.. . . 0. 10 

Timber: 

White pine boards per M $27 to $32 

Hemlock & chestnut boards per M. 18 to 20 

Douglas fir boards per M 30 to 37 

Yellow poplar boards per M 50 to 68 

Red or gulf cypress boards per M.. 43 to 63 



BUILDING LOADS AND WORKING PRESSURES. 



27 



Building Construction. 



TABLE 18.— BUILDING LIVE LOADS AND SAFE BEARING VALUES. 



Classes of buildings 



Stations, hotels, boarding houses, etc 

Dwellings 

Theaters, churches, schools, etc., with fixed seats. 

Ballrooms, armories, gymnasiums, etc 

Stock pens, stables, carriage houses 

Stores and light manufacturing 

Sidewalks in front of buildings 

Freight sheds, warehouses, factories 

Charging rooms for foundries 

Power houses 

Station platforms 

Express and baggage rooms 

Offices 



Live loads in pounds. 



Distributed 
loads. 


Concen- 
trated 


Load per 
lineal foot 


loads. 


of girder. 


a 


b 


c 


40 


2,000 


500 


60 






40 


5,000 


1000 


80 


5,000 


1000 


70 


5,000 


1000 


40 


8,000 


1000 


100 


10,000 




120 up 


Special 


Special 


300 up 


Special 


Special 


200 up 


Special 


Special 


100 


2,000 


500 


100 


2,000 


500 


40 


5.000 


1000 



a = A uniform load per square foot of area. 

6 = A concentrated load which shall be applied at all points of the floor. 

c = A uniform load per lineal foot for girders. 

The maximum result is to be used in calculations, special machinery or concentrations to be 
figured when such occur. 

Crane loads, etc.: For structure carrying crane loads, traveling conveyors, etc., 25 per cent 
shall be added to the stresses resulting from such live load to provide for the effects of impact and 
vibrations. 

SAFE BEARING POWER OF SOILS. 



IGnd. 



Rock 

Hard clay and firm coarse sand 

Clay in thick beds always dry 

Clay in thick beds moderately dry . . . . 

Clay soft 

Clay mixed with sand 

Clay dry and dry sand 

Gravel and coarse sand well cemented . 

Sand compact and well cemented 

Sand clean dry .' 

Firm coarse sand and gravel 

Quick sand, alluvial soils, etc 



Minimum. 



10 



Maximiun. 



2000 



10 
6 
4 



Allowable pres- 
sure in tons per 
square foot. 



Piles Eng. formula : 



2WH 



S + 1 

P = Safe load on piles in tons, 
W = Weight of hammer in tons, 
H = Distance of free fall of the hammer in feet, 
jS = Penetration of the pile for the last blow in inches. 

(Factor of safety 6.) 
Firm soil to rock max. load not to exceed 20 tons or 600 lb. per square inch. 
Wet soil to rock figure as cols, with max. unit stress 600 lb. properly reduced. 



Working £)ressures in masonry. 


Tons per 
sq. ft. 


Pressures in lb. per square inch. 


Tons per 
sq. ft. 


Brick common in Rosendale cement. . 


10 
12 
15 
8 
10 

12 
20 
25 
30 

20 
25 


Concrete (Portland cement) 


230 


Brick common in Portland cement. . . 
Brick hard burned in Portland cement 
Masonry rubble Rosendale cement. . . 


Concrete (Rosendale cement) 

Stonework rubble laid in Portland 
cement 


125 
140 


Masonry rubble Portland cement 

Masonry coursed rubble Portland 
cement 


Brickwork laid in Portland cement . . . 

Brickwork laid in lime mortar 

Granite 


250 

110 

1000 


Masonry first class sandstone 


Limestone 


700 


Masonry first class limestone 


Pedestals 


250-300 


Masonry first class granite 


Wall plates: 

Brickwork in cement mortar. . . 

Masonry rubble in cement mortar. . 
Concrete Portland cement 




Concrete for walls: 
Portland Cement 1-2-5 


200 
200 


Portland Cement 1-2-4 


350 




Sandstone first class 

Limestone first class 

Granite 


400 
500 
600 



28 ROOF LOADS, ETC., FOR BUILDINGS. 

TABLE 18a. — LR'E AXD DEAD ROOF LOADS. 



Approximate weight of roof covering. 



Tar and gravel (felt and asphalt with gravel) 

Prepared roofing or asphalt on inclined roof 

Shingles with building paper under 

Slates on laths 

Asbestos slates on laths 

Tile flat 

Tile corrugated 

Tin (Canada plate) 

Iron (corrugated) 

1-in. boarding 

Plaster ceiling 

Felt and asphalt 

1-in. gravel or stone concrete with steel reinforcement 

1-in. cinder concrete -n-ith steel reinforcement 

f-in. skylights with gal. iron frames 

Steel trusses 

Steel purlins and connections 

Concrete slabs 

Reinforced concrete 



Least pitch. 



i in. to the ft. 

i span 
i span 
J span 



f in. to the ft. 
i span 



Lb. per 
square foot. 



20 

10 

2 

1-2 

3-4 

8-10 

2 

13 

9 

8 

2-6i 

2-4 



Live and Dead Loads Combined. 



Gravel or composition roofing on boards, flat pitch, 3 to 12 or less 

Gravel or composition roofing on boards, steep more than 3 to 12 

Gravel or composition roofing on boards 3-in. flat tile or cinder concrete 

Corrugated sheeting on boards or purlins 

Slate on boards or purlins 

Slate on 3-in. flat tile or cinder concrete 

Tile on steel purlins 



Lb. per 
sq. ft. 



45 
40 
55 
50 
50 
65 



ROOFS: LHTE LOADS. 

Flat roofs of office buildings, hotels, dwellings, etc., which are likely to be loaded by crowds 
of people shall be treated as floors and the same live load shall be as specified for floors. 

Engine houses, train sheds, shops, etc., shall be proportioned to carry in addition to their own 
weight a live load representing wind and snow as follows, including the possibilitj' of a partial 
snow load to obtain maximum stresses. 

WIND AXD SNOW. 
Snow: 

Flat roofs west of Fort William (hor. proj.) 30 

Inclined roofs west of Fort William (hor. proj.) 20 

Wind: 

Inclined roofs horizontal pressure 30 

(Figure for normal component.) 

NORMAL PRESSURES FOR VARIOUS ANGLES. 



Angle. 


Pressure. 


Angle. 


Pressure. 


5 


4 


25 


17 


10 


7i 


30 


20 


15 


lOi 


35 


23 


20 


14 


40 


25 






45 
50 
60 

1 


27 
29 

30 













Pressure on vertical sides of buildings 30 lb. per square foot. 



DIMENSIONS AND WEIGHTS RAILWAY BRIDGES. 



29 



Railway Bridges. 



355,000 lb3 
^ 



200,000 



■^ r 



355,000 lbs 



ZK. 



130,000 



130,000 



lO o o ^ 



iO *^ lO '^ ^ 

CO CO CO C*^ G^l 



lO iC O lO 



4;)0QQO9Q99^9TO0Q9^<:>9 



5 J 



^ 




^54,' 



-16^-0- 



TABLE 19. — GENERAL DIMENSIONS AND WEIGHTS OF C. P. R. STANDARD 

SPANS FOR SINGLE TRACK. 
Live load (coopers E 50). Impact and wind as per specification. 



Description. 



Deck I span: 

13 ft 

15 ft 

Deck P. G. span: 

20 ft 

30 ft 

40 ft. 

50 ft 

60 ft 

70 ft 

80 ft 

100 ft 

Half deck P. G. span: 

20 ft 

30 ft f 

40 ft 

50 ft 

60 ft 

70 ft 

80 ft 

100 ft. thro' P. G. span 

150 ft. thro' truss span 



Length 
over- 
all 
Steel 

work. 



Ft. In, 

16 

17 6 

23 4 
33 
42 10 
53 10 
65 4 
74 10 
85 4 
102 9 



23 
33 

42 



Depth 
of 

girder 
or truss 
back to 

back. 



Ft. In. 

1 8 

2 



4 



10 



53 10 
65 4 
74 10 

85 4 

102 9 

157 7 



Oi 
6i 
6i 
6i 

6 Oi 

7 Oi 

8 Oi 
10 01 

3 01 

3 61 

4 4| 

5 Oi 

6 Oi 

7 01 

8 01 

10 Oi 

27 



Distance 
C. to C. 



Ft. In. 

S2 6 inner P 

(7 6 outer F 

Ft. In. 

9 

9 

9 

9 

9 

9 

9 

9 

13 
13 
13 
13 
13 
13 
13 

18 

19 



Distance 
to base of rail. 



To un- 
derside 
of steel- 
work. 



Ft. In. 
2 3i 

2 n 



2i 
9i 
91 



6 91 

7 5 

8 5 

9 51 
11 6| 



1 51 
51 



1 
1 

2 
3 
4 
5 \\ 

4 21 

4 5i 



61 
31 

51 

2i 



To 
bridge 

seat. 



Ft. In. 
2 4| 

2 8i 



4^ 
11 
11 



6 lU 



7 

9 

10 

12 

1 
1 
1 

2 
3 
4 
5 



Approx. 

weight 

(incl. floor 

iron). 



10 
Of 
Of 

41 

7^ 
7^ 

• 4 

7^ 

* 8 

^4 

lOf 
10 

91 



5 

8 



Lb. 

6,000 
7,500 

14,300 
24,000 
35,000 
49,000 
73,000 
88,000 
115,000 
170,000 

14,500 
23,000 
37,500 
54,000 
77,000 
97,000 
112,000 

226,000 

430,000 



Dead Load. — The dead load consists of the estimated weight of the entire 
suspended structure. Timber assumed to weigh 4^ lb. per foot B. M., baUast 
100 lb. per cu. foot, and rails and fastenings 150 lb. per lineal ft. of track. 

(C. P. R. unit prices, 1915.) 

Steel Work in Bridges : Cents 

Truss spans and steel trestles erected, per pound 05i 

Plate girder spans erected " 05 

Swing spans (truss) erected " 07 

" (plate girder) erected " 06i 

Credit for old steel spans removed " 01 



30 ESTIMATING WEIGHTS OF STEEL TRESTLES. 



TABLE 20.— STEEL TRESTLES. 

FoBarcLA fob Esumaxisg Wqcht or Steel, Ahoxtsj or IL&soxbt and Pileb ids V^btccg 

Cossmoss. 





355.000 lbs. 




:£q,000 lbs. 








^^^ j^^ 




3;«ql'>v» 


130.000 


— \ 




A. 


r 








i= ' 2i 2£ 2i 3i •- H ii H 21 

/ti OOOO n o o 'o/o QCCO o n o n 




live load (eoopers E 50). Impact and vind as per spedficatiim. 




Weight of Steelwork in Pounds = CD ■' 92.5 — S X 1.5.5 
Masonry in Cubic Yards = CD < 11 — 3-50 

Number of Piles = .5CD -flOO 

Floor length = AB 



STEEL TRESTLES 

OVER 100 UP TO 150 FEET MlG>i 

WrTH 40 FT. i aO FT. SPANS 



: =j.rta. '.1^ ~ 



Weight of Steelwork in Pounds = CD X ia50 -h S X 17.0 
Masonry in Cubic Yards = CD X 1 -r 350 

Number of Piles = .5 X CD -i- 100 

Floor length = AB 

Dead Load, — The dead load shall consist of the estimated weight of the 
entire suspended structure. Timber shall be assumed to wei^ 4| lb. per 
foot B. M., ballast 100 lb. per cu. foot, and rails and fastenings 150 lb. per 
lineal ft. of track. 



ESTIMATING QUANTITIES, WOODEN TRESTLES. 



31 



TABLE 21. — WOODEN TRESTLES. 

15 feet C. to C. of bents. 

Formula for Estimating Quantities. 

Live load (coppers E 50). 



WOODEN TRESTLES 
15 FEET C. TO C. BENTS 
^Base of Rail 




Piles 



Timber in trestle including deck = 170 AB + 9.5 D feet board measure. 
Iron " '' " ''= 11.3 AB+ .43 D pounds. 

^ ( .55 AB up to 75 ft. high. 

~ 1 .66 AB above 75 ft. high. 
Note. — Where piles are used deduct 150 f.b.m. per pile. 

Dead Load. — The dead load shall consist of the estimated weight of the 
entire suspended structure. Timber shall be assumed to weigh 4| lb. per foot 
B. M., ballast 100 lb. per cu. foot, and rails and fastenings 150 lb. per lineal 
ft. of track. 



WORKING UNIT STRESSES FOR STRUCTURAL TIMBER. 
Adopted by the American Railway -Engineering Association. 
The working unit stresses given in the table are intended for railroad bridges and trestles. 
For highway bridges and trestles, the unit stresses may be increased 25 per cent. For buildings 
and similar structures, in which the timber is protected from the weather and practically free from 
impact, the unit stresses may be increased 50 per cent. To compute the deflection of a beam 
under long continued loading instead of that when the load is first applied, only 50 per cent of 
the corresponding moduliis of elasticity given in the table is to be employed. 

Unit stresses in pounds per square inch. 



Kind of timber. 



<13 ^^ 



Douglas fir 

Longleaf pine 

Shortleaf pine .... 

White pine 

Spruce 

Norway pine 

Tamarack 

Western hemlock. 

Redwood 

Bald cypress 

Red cedar 

White oak 



Bending. 



Extreme 
fiber 

stress. 






03 03 -rj 



6100 
6500 
5600 
4400 
4800 
4200 
4600 
5800 
5000 
4800 
4200 
5700 



5^ 



1200 

1300 

1100 

900 

1000 

800 

900 

1100 

900 

900 

800 

1100 



Modulus 
of elas- 
ticity. 






1,510, 
1,610, 
1,480, 
1,130, 
1,310, 
1,190, 
1,220, 
1,480, 

800, 
1,150, 

800, 
1,150, 



000 
000 
000 
000 
000 
000 
000 
000 
000 
000 
000 
000 



Shearing. 



Parallel 
to the 
grain. 



<3 



690 
720 
710 
400 
600 
590' 
670 
630 
300 
500 



840 



r> m 






170 
180 
170 
100 
150 
130 
170 
160 
80 
120 



210 



Longi- 
tudinal 
shear in 

beams. 



4) <S) 

o3 o3 
<o & 



270 
300 
330 
180 
170 
250 
260 
270 



270 



110 
120 
130 
70 
70 
100 
100 
100 



110 



Compression. 



Perpen- 
dicular 
to the 
grain. 






630 
520 
340 
290 
370 



440 
400 
340 
470 
920 



.3 ^ 



310 
260 
170 
150 
180 
150 
220 
220 
150 
170 
230 
450 



Parallel 
to the 
grain. 






3600 
3800 
3400 
3000 
3200 
2600' 
3200' 
3500 
3300 
3900 
2800 
3500 



g m 



1200 
1300 
1100 
1000 
1100 

800 
1000 
1200 

900 
1100 

900 
1300 



Working stresses 
for columns. 






900 
975 
825 
750 
825 
600 
750 
900 
675 
825 
675 
975 



:SX 



> 

O 



1200 (1- 
1300 (1- 
1100 (1- 
1000 (1- 
1100 (1- 

800 (1- 
1000 (1- 
1200 (1- 

900 (1- 
1100 (1- 

900 (1- 
1300 (1 



-Z/60 d) 
-l/m d) 
-Z/60 d) 
-Z/60 d) 
-Z/60 d) 
-Z/60 d) 
-Z/60 d) 
-Z/60 d) 
-Z/60 d) 
-Z/60 d) 
-Z/60 d) 
-Z/60 d) 



Unit stresses are for green timber and are to be used without increasing the live load stresses 
for impact. Values noted * are for partially air dry timbers. 

In the formulas given for columns, I = length of colxunn, in inches, and d = least side or diam- 
eter, in inches. 



32 



ELEMENTS WOODEN BEAMS. 



T.iBLE 21a. — MOMENTS OF IXERTLA. AND SECTION MODULUS FOR 

WOODEN BEAMS. 
Values of / (Moment of Ixertl\) axd S (Section" Moditlus). 



Size, 

breadth 

by depth, 

inches. 


Moment 


1 

Section 


Size, 

breadth 

by depth, 

inches. 


Moment 


^ ^ - ■ inches. 

i 


Moment 


Section 


of inertia, 


modulus, 

I -^ id. 


of inertia. 


of inertia, 


modulus, 

1 -r-hd. 


2X2 




5X9 


303 . 75 


1 

67.50 1 8X 15 


2250.00 


300.00 


2X3 


'4^50 


3.00' 5 X 10 


416.66 


83.33; 8X 16 


2730.67'. 


341.33 


2X4 


10.66 


5.33 5X11 


554 . 58 


100.83 8X 17 


3275.33 


385.33 


2X5 


20.83 


8.33: 5 X 12 720.00 


120.00 i 8X 18 


3888.00 


432.00 


2X6 


36.00 


12.001 5 X 13 915.41 


140. 83i 






2X7 


57.16 


16.33 1 5X14 


1143.33 


163.33 9X9 


546.75 


121.50 


2X8 85.33 


21.33 { 5 X 15 


1406.25 


187.50 9X10 


750.00 


150.00 


2X9 121.50 


27.00 


5X 16 


1706.66 


213.33] 9X 11 


998.251 


181.50 


2X 10 166.66 


33.33 






1 9X12 


1296.00 


216.00 


2X 11 221.83 


40.33! 


6X6 


108.00 


36.00! 9X 13 


1647.75 


253.50 


2 X 12 2SS.00 


48.00 6X7 


171.50 


49.00' 9X14 


2058.00 


294.00 






6X8 


256.00 


64.00' 9X 15 


2531.25 


337.50 


3X3 


6.75 


4.50 6X9 


364.50 


81.00 i 9X 16 


3072.00 


384.00 


3X4 


16.00 


8.00 6X10 


500.00 


100.00 9X 17 


3684.75 


433.50 


3X5 


31.25 


12.50 6 X 11 


665.50 


121.00, 9X 18 


4374.00 


486.00 


3X6 


54.00 


18.00 6 X 12 


864.00 


144.00 






3X7 


85.75 


24.50 6X13 


1098.50 


169.00 10 X 10 


833.33 


166.66 


3X8 


128.00 


32.00 6 X 14 


1372.00 


196.00 10 X 11 


1109.17 


201.67 


3X9 


182.25 


40.50- 6 X 15 


1687.50 


225.00 10 X 12 


1440.00 


240.00 


3X 10 250.00 


50.00 6 X 16 


2048.00 


256.00' 10 X 13 


1830.83 


281.67 


3X U 


332.75 


60.50 6X17 


2456 . 50 


289.00 10 X 14 


2286.66 


326.67 


3X12 


432.00 


72.00 


6X18 


2916.00 


324.00, 10 X 15 


2812.50 


375.00 


3X 13 


549.25 


84.50 






I 10X16 


3413.33 


426.27 


3X 14 


686.00 


98.00 


7X7 


200.08 


57.16 10 X 17 


4094.17 


481.67 








7X8 


288.66 


74.66 10 X 18 


4860.00 


540.00 


4X4 


21.33 


10.66 


7X9 


425.25 


94.50 






4X5 


41.66 


16.66 


7X10 


583.33 


116.66 11 X 11 


1220.08 


221.83 


4X6 


72 00 


24.00 


7X11 


776.41 


141.16 11 X 12 


1584.00 


264.00 


4X7 


114.33 


32.66 


7X 12 


1008.00 


168.00 11 X 13 


2013.92 


309.84 


4X8 


170.66 


42.66 


7 X 13 


12S1.58 


197.17 11 X 14 


2515.33 


359.33 


4X9 


243.00 


54.00' 7X 14 


1600.66 


228.66 11 X 15 


3093.75 


412.50 


4X 10 


333.33 


66.65 7X 15 


1968.75 


262.50 11 X 16 


3754.67 


469.33 


4X 11 


443.66 


80.66 7X16 


2389.33 


298.66 11 X 17 


4503.58 


529.83 


4X12 


576.00 


96.00 7 X 17 


2865.91 


337.17,11 X 18 


5346.00 


594.00 


4X13 


, 732.33 


112.66 7X 18 


3402.00 


378.00; 






4X14 


914.66 


130.66 1 




1 12 X 12 


1728 


288 


4X 15 


1125.00 


150.00 1 8X8 


\ 341.33 


85.33! 12 X 13 


2197 


388 


4X16 


1365.33 


170.66 


8X9 


486.00 


108.00 12 X 14 


2744 


392 








8X 10 


666.66 


133.33 12 X 15 


3375 


450 


5X5 


52.08 


20.83 


8X 11 


887.33 


161.33 12 X 16 


; 4096 


512 


5X6 


90.00 


30.00 


8X12 


1152.00 


192.00 12 X 17 


4913 


578 


5X7 


142.91 


40.83 1 8X 13 


14(>4.66 


225.33 12 X 18 


5832 


648 


5X8 


213.33 


53.33 


8X 14 


1829.33 


261.33 

> '! 







WEIGHT OF STEEL IN SUBWAYS. 



33 



Subways. 



TABLE 22. — WEIGHT OF STEELWORK AND APPROXIMATE COSTS. 

The bridge portion of the subway is usually built of steel with a steel and concrete floor; or of re- 
inforced concrete when the bridge spans are comparatively short; or a combination of steel 
and concrete may be developed. 

Weight of Steel in Sub w at Structures. 
Steel girders and steel eye beam floor (2 tracks, 13 ft. c'ts). Floor beams encased in concrete. 

Coopers E 50 loading. i 



Type 


A. 


B. 


C. 


D. 

4-span br. 

sidewalk 

and center 

bents, lb. 






Cone. 


Material. 


1-span br. 

no bents, 

lb. 


2-span br. 

center bent, 

lb. 


3-span br. 
sidewalk 
bents, lb. 


m 

floor, 

cu. yd. 



60 ft. street (area 1725 sq. ft.). 



Girders, outer 

Girders, center 


66,000 
60,000 
54,000 


36,000 
31,000 
54,000 
12,000 


39,000 
28,000 
54,000 
20,000 


24,800 
17,600 
54,000 
25,500 

121,900 

71 




Floor 




Bents 


52 


Total weight 


180,000 


133,000 


141,000 




Weight per sq. ft. area 


105 


78 


82 





66 ft. street (area 1900 sq. ft.). 



Girders, outer 


76,000 
71,000 
60,000 


48,000 
38,000 
60,000 
12,000 


50,800 
37,600 
60,000 
20,000 


29,200 
21,200 
60,000 
26,000 

136,400 




Girders, center 




Floor 

Bents 


57 


Total weight 


207,000 


158,000 


168,400 




Weight per sq. ft. area 


109 


84 


89 


72 





ft. street (area 2250 sq. ft.). 



Girders, outer 

Girders, center •. . 

Floor 

Bents 

Total weight 

Weight per sq. ft. area, 



110,000 

103,000 

72,000 



285,000 



127 



68,000 
55,000 
72,000 
13,000 



208,000 



93 



56.000 
42,000 
72,000 
20,000 



190,000 



85 



35,600 
27,400 
72,000 
27,000 



162,000 



72 



69 



Cost op Various Types of Subways, Steel Girders and Steel Eye Beam and 

Concrete Floor. 

Two tracks, 13 ft. c'ts. Coopers E 50 loading. 



Kind of bridges. 



Type A — One span . . . 
Type B — Two spans . . 
Type C — Three spans . 
Type D — Four spans . 



60 ft. street. 



For two 

tracks. 



For each 
addit'l 
track. 



S16,400 
15,000 
15,500 
14,900 



5400 
5500 
5100 



66 ft. street. 



For two 
tracks. 



$18,000 
16,500 
17,100 
16,000 



For each 
addit'l 
track. 



$6700 
5800 
6000 
5500 



80 ft. street. 



For two 
tracks. 



$21,700 
19,200 
18,800 
17,800 



For each 
addit'l 
track. 



6900 
6800 
6300 



Cost of concrete subwavs. 





60 ft. street. 


66 ft. street. 


80 ft. street. 


Kind of bridge. 


For two 

tracks. 


For each 
addit'l 
track. 

$4200 


For two 
tracks. 


For each 
addit'l 
track. 


For two 
tracks. 


For each 
addit'l 
track. 


Type D — Four spans . . . 


$12,500 


$13,400 


$4500 


$15,000 


$5300 



For type of bridges see page 68. 



34 



T^-EIGHT OF STEEL IN HIGHWAY BRIDGES. 



Highway Bridges. 



TABLE 23. — WEIGHT OF STEEL AND APPROXIMATE COSTS. 
Weight of Steel in Street Bkidges Oveb the Railboad Without Street Cars. 



Width of street and 
roadway. 


Span and number of tracks. 


Weight of 
steel, lb. 


Remarks. 


B. 


60 ft. St., 36 ft. r'dwav 


29 ft. span over 2 tracks 
42 ft. span over 3 tracks 
55 ft. span over 4 tracks 
55 ft. span over 4 tracks 
81 ft. span over 6 tracks 
81 ft. span over 6 tracks 


60,000 
95.000 
166,000 
127,000 
300,000 
240,000 




F?, 


60 ft. St., 36 ft. r'dwav 




E^ 


60 ft. St., 36 ft. r'dwav 
60 ft. St., 36 ft. r'dwav 
60 ft. St., 36 ft. r'dwav 
60 ft. St., 36 ft. r'dway 


2 girders 

3 girders 

2 girders 

3 girders 


E4: 

Ei 
EQ 
EQ 



Weight of Steel ix Street Bridges Over the R\ilboad With Street CaR3. 



Width of street and 
roadwaj-. 


Span and number of tracks. 


Weight of 
steel, lb. 


Remarks. 


i 

>. 


66 ft. St., 44 ft, r'dway 
66 ft. St., 44 ft. r'dwav 


29 ft. span over 2 tracks 
42 ft. span over 3 tracks 
55 ft. span over 4 tracks 
55 ft. span over 4 tracks 
81 ft. span over 6 tracks 
81 ft. span over 6 tracks 


90,000 
130,000 
238,000 
180,000 
410,000 
324,000 




?^^ 




E^ 


66 ft. St., 44 ft. r'dwav 
66 ft. St., 44 ft. r'dwav 
66 ft. St., 44 ft. r'dway 
66 ft. St., 44 ft. r'dway 


2 girders 

3 girders 

2 girders 

3 girders 


E4 

E4: 

E6 
E6 



Estimated CasT of Street Bridges Over the Railroad. (E. X. Bainbridge.) 



Description. 



.E:2, single 29 ft. 
^3, single 42 ft. 
£"4, single 55ft. 
£"4, single 55ft. 
£:6, single 81 ft. 
E6, single 81 ft. 
F 2, three spans 
F 4, three spans 
F 6, three spans 



span 
span 
span 
span 
spa-n 
span 
over 
over 
over 



over 2 tracks 
over 3 tracks 
over 4 tracks 
over 4 tracks 
over 6 tracks 
over 6 tracks 

2 tracks 

4 tracks 

6 tracks 



60 ft. street. 



66 ft. street. 



Steel. Cone. Steel. Cone 



12,900 
14,700 
17,800 
16,400 
24,200 
22,000 
17,500 
20,500 
21,600 



11,400 
13,200 



14,200 
17,100 
18,200 



15,100 

17,100 

21,700 

19,600 

29.800 

26,500 

23.700 

27.000, 20,400 

28,200 21,600 



13,200 
14.700 



17.200 



For type of bridges E2, EZ, etc., see page 95, 



60 ft. 
street. 



Floor 
depth. 



b 



66 ft. 
street. 



Floor 
depth. 



c 


% 


o 




U 


oc 




■k> 


b 


u< 


^ 


3 


5 


^ 




41 




3i 




41 




3J 


3^ 


3^ 


3^ 


3^ 


31 


3^ 



31 
3^ 
3^ 



CUBIC YARDS MASONRY IN RETAINING WALLS. 



35 



TABLE 24.— GRAVITY RETAINING WALLS. 
Quantities in Cubic Yards for Varying Heights. 



1. 

1 


i i 


O •" 






<-2'4K->l 
l'l>^' l'3"| 




Cubic yards 

per foot run 

for each course 


Cubic yards 

per foot run 

for each height 


"3 
1 


h '" 'I ^"^^ 


> 


n 




1 






. 


3^ 


, \ MASONRY 






1 


2 








' 


.^ ,^' % RETAINING WALL 






2 


3 






Jc 


5 


1 o -S ^^. MINIMUM HEIGHT 8 FEET. 






3 


4 






« 


= 


■:3 m !^ Vt* DOES NOT INCLUDE 
5 "^ o v5 COPING NOR FOOTINGS. 






4 


5 








t 


^'» § \ 






5 


6 








1 


6'0" \ 






1.0000 


6 


7 






1' 


6'3>/ 1 






1.2281 


7 


8 


e.ii 


39.59 


7' 


6'7 




0.2385 


1.4667 


8 


9 


6.73 


46.32 


r 


e'loj/ 


5^ 


0.2492 


1.7156 


9 


10 


7.02 


53.34 




7'2" 




0.2600 


1.9756 


10 


11 


7.31 


60.64 


iO" 


7'5K 


10'\ 


0.2707 


2.2459 


11 


12 


7.60 


68.24 


'"11" 


7'9' 




0.2814 


2.5274 


12 


13 


7.90 


76.14 


ri2" 


s'oK 


15' \ 


0.2926 


2.8200 


13 


14 


8.19 


84.33 


ris" 


8'4' 




0.3033 


3.1233 


14 


15 


8.48 


92.81 


'l4" 


8'7>| 


20 ''V 


0.3140 


3.4374 


15 


16 


8.77 


101.58 


ri5' 


8'll' 




0..3347 


3.7622 


16 


17 


9.06 


110.64 


•"■ 


9^ 


25- '\ 


0.3356 


4.0978 


17 


18 


9.35 


120.00 


•"• 


9'6' 




0..3463 


4.4445 


18 


19 


9.65 


129.64 


^ 18" 


9'9M 


30" '\ 


0.3574 


4.8015 


19 


20 


9.94 


139.58 


- 19" 


lo'i' 




0.3681 


5.1696 


20 


zi 


10.23 


149.81 


~ 20" 


10 W 


35' A 


0.3789 


5.5485 


21 


22 


10.52 


160.33 


cj;2i" 


lo's' 




0.3896 


5.9382 


22 


23" 


10.81 


171.14 


.Sr 22" 


lo'iij/ 


40' YS 


0.4004 


6.3015 


23 


24 


11.10 


182.25 


S ^ 23' 


ll'3" 


r^ 


0.4112 


6.7500 


24 


25 


11.40 


193.65 


^\ 24' 


llW 




0.4222 


7.1722 


25 


26 


11.69 


205.34 


^ 25' 


ii'io' 




0.4330 


7.60.52 


26 


27 


11.98 


217.32 




12'lM 


50' A 


0.4438 


8.0489 


27 


28 


12.27 


229.59 




13 '5' 




0.4545 


8.5034 


28 


29 


12.56 


242.15 


r 28" 


12 'Sj/ 


55' '\ 


0.4653 


8.9685 


29 


30 


12.85 


255.00 




13'0" 




0.4761 


9.4445 


30 


31 


13.15 


268.15 


r 30" 


13'3M 


60' \ 


0.4869 


9.9315 


31 


32 


13.44 


281.59 


r 31' 


13'7" 




0.4978 


10.4293 


32 


33 


13.73 


295.32 




is'ioj/ 


65° '\ 


0.5086 


10.9378 


33 


34 


14.02 


309.34 




14'2" 




0.5193 


11.4533 


34 


35 


14.31 


323.65 


■ 3. 


14'5K 


70" '\ 


0.5300 


11.9870 


35 


36 


14.60 


338.25 


: - 


14'9' 


• '\ 


0.5407 


12.5278 


36 


37 


14.90 


363.15 


' 36" 


I5W 


75' '\ 


0.5515 


13.0796 


37 


38 


15.18 


368.33 


^ 37' 


15'4' 




0.5622 


13.6419 


38 


39 


15.48 


383.81 


38' 


15'7K 


80' \ 


0.5731 


14.2152 


39 


40 


15.77 


399.58 


^ 39' 


ib'ii" 




0.5841 


14.7993 


40 


40" 85' ' 1 



36 QUANTITIES IN REINFORCED RETAINING WALLS. 



TABLE 25. — REINFORCED RETAINING WALLS. 
Notes: 
Earth assumed to weigh 100 lb. per cu. ft.; concrete, 150 lb. 
Live load, 135 lb. per sq. ft. without impact. 

Unit stresses: concrete (1-2-4), 600 lb. per sq. in. compression shear, 50 lb. per sq. in.; steel 
(square twisted bars or equivalent deformed section), 16,000 lb. per sq. in. 

^-15 

On clay foundation wall to be anchored against sliding. 

3 in. weep pipes to be provided at distances not greater than 5 ft. apart. 

At least 18 in. of broken stone backing to be provided to facilitate drainage. 



lO 

c 
> 



Concrete in Cu. Yds. 




r ,t! 



T 

CD 
± 



W-Anchorage against sliding 



e» 




\\ 






~ 






t\X-- 










tVffi- 










J..i... 












-S- 4- 








^ 




-1-4- 








to 




-ff.U 








«M 




— sl- 








T3 ^ 

P" Oi 




\5. 










^s 








x,^ 




T ^ 


\ 












\ 










^ I ^ 












-\ 






to 






S -- 

*^ 






to 






V I 






ts 






'1 ^ 






to 






I \ 










+:;::;::>, 












T 5 






o 

»0 








> - 


^ 


to 








H 






o 

Stee 


I in Pounds 




c 



(lO/5added.£oi' splices) 



Height in feet .... 


8 


12 


16 


20 


24 


Toe slab reinf'ment. . 


1" sq. bars: 


f"sq. bars: 


1" sq. bars: 


1" sq. bars: 


f " sq. bars: 




2' 6" Ig., 


3' 6" Ig., 


4' 0" Ig., 


5' 0" Ig., 


5'6"lg., 




12" crs. 


12" crs. 


10" crs. 


12" crs. 


6" crs. 


Heel slab reinf'ment. . 


1" sq. bars: 


f " sq. bars: 


1" sq. bars: 


f '' sq. bars: 


f " sq. bars: 




3' 6" Ig., 


4' 9" Ig., 


6' 0" Ig., 


7'0"lg., 


8' 0" Ig., 




12" crs. 


12" crs. 


12" crs. 


10" crs. 


5" crs. 


Vert, wall reinf'ment. 


|"sq. bars: 


f " sq. bars: 


1" sq. bars: 


1" sq. bars: 


1" sq. bars: 




9' 0" Ig., 


13'0"lg., 


17'0"lg.. 


21'0"lg., 


25' 0" Ig., 




12" crs. 


10" crs. 


10" crs. 


10" crs. 

j" sq. bars: 

7' 0" Ig.. 

10" crs. 


10" crs. 
J" sq. bars: 
ll'0"lg., 
10" crs. 


A 


1' 2" 


1' 9" 


2' 4" 


2' 11" 


3' 5" 


B 


1' 4" 


1' 6" 


1' 8" 


1' 10" 


2' 0" 


C 


1' 4" 


1' 6" 


1' n" 


2' 5J" 


3' Hi" 


D 


2' 3" 


3' 2" 


4' 1" 


1 4' Hi" 


5' 10" 


E 


4' 9" 


6' 5" 


8' 2r' 


10' 4" 


12' 4i" 


Lb. steel per ft 


30 


60 


120 


165 


222 


Cu.yd. concrete per ft. 


0.51 


0.85 


1.20 


1.65 


2.22 



COST OF RAIL AND ARCH CONCRETE CULVERTS. 37 



TABLE 26. — APPROXIMATE COST of Single Tkack. 
RAIL CONCRETE CULVERTS for Existing Track. 



Size of 
Width, 


culvert. 
Height, 


Exca- 
vation, 
cu. yd. 


Sup- 
porting 
track. 


Con- 
crete, 
cu. yd. 


Scrap 

rail, 

weight in 

rh 


Reinforc- 
ing bars, 
weight 
in lb 


Removing old 
structure. 


Approx. 
total cost 
plus 10 per 

per cent 


ft. 


ft. 
















conting'cs. 


4 


2 


100 


$100 


17.3 


2763 


160 


$50 to $100 


$467.00 


4 


3 


100 


100 


22.8 


2875 


. 170 


50 to 


100 


530.00 


4 


4 


125 


100 


28.3 


2987 


190 


50 to 


100 


610.00 


6 


2 


125 


100 


20.8 


3360 


220 


75 to 


100 


560.00 


6 


3 


125 


100 


25.8 


3472 


240 


75 to 


100 


620.00 


6 


4 


150 


100 


31.8 


3584 


260 


75 to 


100 


705.00 


6 


5 


150 


100 


37.8 


3696 


280 


75 to 


100 


775.00 


6 


6 


150 


100 


43.8 


3957 


300 


75 to 


100 


870.00 


8 


3 


150 


150 


30.0 


3957 


280 


100 to 


150 


770.00 


8 


4 


150 


150 


36.5 


4069 


310 


100 to 


150 


845.00 


8 


5 


175 


150 


43.3 


4181 


340 


100 to 


150 


940.00 


8 


6 


175 


150 


50.0 


4293 


370 


100 to 


150 


1045.00 


8 


7 


175 


150 


57.6 


4555 


390 


100 to 


150 


1130.00 


8 


8 


200 


150 


66.0 


4741 


420 


100 to 


150 


1275.00 


10 


4 


200 


150 


41.2 


4667 


380 


100 to 


150 


970.00 


10 


5 


200 


150 


48.7 


4779 


410 


100 to 


150 


1060.00 


10 


6 


200 


150 


56.6 


4890 


450 


100 to 


150 


1170.00 


10 


7 


250 


150 


64.8 


5152 


480 


100 to 


150 


1310.00 


10 


8 


250 


175 


73.4 


5339 


510 


100 to 


150 


1435.00 


10 


9 


250 


175 


82.4 


5450 


550 


100 to 


150 


1530.00 


10 


10 


250 


175 


92.2 


5563 


580 


100 to 


150 


1640.00 



Unit prices: Concrete, $10; scraprail, $18perton; reinforcing bars, 3fi lb.; excavation, 75pcu. yd. 
For types see under culverts. 



TABLE 27. — APPROXIMATE QUANTITIES. 
CONCRETE ARCH CULVERTS. 





Concrete 


Concrete 






Formulse for 

length f. to f . 

H = top of invert 

to bottom 

of rail. 






Size of 
arch, ft. 


in barrel, 
cu. yd. 
per foot. 


in two end 
walls, 
cu. yd. 


Rip-rap, 
cu. yd. 


Paving, 
sq. yd. 


Remarks 


• 












Ft. In. 


Ft. In. 




4 


0.5 


13.25 


2.0 


8.0 


3^+ 8 


-5 ] 


_ 


5 


0.8 


20.00 


4.3 


13.0 


3i7+ 5 3 


-5 5 




6 


1.0 


29.00 


6.1 


18.3 


ZH+ 2 9 


-5 4 


ii 


7 


1.25 


41.00 


8.0 


24.0 


3^-+ 3 


-6 3 


o 


8 


1.5 


57.2 


12.0 


33.0 


3^-- 2 9 


-6 9 


r -^ 

+3 


10 


2.18 


84.0 


17.3 


52.0 


3i7- 8 


-7 n 


t 


12 


2.9 


126.0 


24 15 


72.0 


3H- 12 6 


-8 6 


b 


14 


3.9 


180.0 


33.5 


100.5 


3 i:^ - 18 


-9 11 J 





For types see under culverts. 



38 



BORING TOOLS. 



TABLE 2S.— LIST OF BORING TOOLS FOR DISTRICT ENGINEER'S OFFICE. 

Description. . Approxunate 

1 set of shear legs, each leg 15' 0" long X 4' 3" painted at the foot. 
Preferably of elm. Connected at top with 1 in. diameter 

mild steel bolt bent to allow legs to spread. $4. 50 

1-in. diameter mild steel shackle suspended from above described 

bolt 0.75 

16 fathoms of Manilla rope at about 1.5 lb. per fathom 2. 15 

1 set of double blocks to take same 5.00 

30 foot of 2-in. bore W. I. pipe in 6-ft. lengths with connections 

complete 4 . 50 

1 3-ft. length of same pipe . 45 

{Xote. — Preferably these pipes should be thick enough to enable 
a male and female screw joint to be made so that outside diameter 
of connected pipes may be same throughout length.) 
1 steel cutting- edge to screw onto end of pipe. Edge to be beveled 

from the inside outwards 1 . 00 

1 coUar to fit on top of pipe for drix-ing and lifting same. (Sketch.) 1 . 25 



'¥^ 



5 



Blind Holes for Bar r^ 



« Overall Diam. of Collar 5" 



— Inside threaded to screw onto 2 pipe 
for a depth of 1" 



2 maple levers 6 ft. in. long for getting up pipes. (Sketch.) 



2.00 



4-r 



-6 0- 



._L. 



^ 



6 hard wood blocks each 1' 0" X 6" X 3" 1 .00 

1 100-lb. weight monkey for driving pipes, with eye bolt in top 

and guiding shaft in bottom. (See sketch.) 15 . 00 



J^'Ejc Bolt 



Top' 



@:-.z3 



I 



100 lb. Wg:t. W.I. Monkey 5 diam. x about 11 long 

f"> 



-2 0- 



Guide Shaft screwed into 
monkey at least 2' 



This fioe to b« 

machined Shaft turned to Ij/'bare diam. 



BORING TOOLS. 



39 



1 light sling chain about 6 ft. in. long $ 3 . 50 

2 pairs of pipe tongs for above pipes. (Brock's Patent preferred.) . 8.00 
40 ft. of |-in. square W. I. rods with steel connections at ends as per 

sketch 14.00 



Rnd. 



ji'Sq.WI.rod.-s^^ 



Steel end shut on 
)^Not less than l" threaded 6 T. per In. 



Length of rods 6-6 long, 1-4 long 



Rnd. 



IK diam . 
Female tapped i 
SteeJ-end > i 



2 spanners to fit square rods. (Sketch.) 



5^ Rnd. 



F 



%- H H 'r ^ „ 

^,^—4 >| ^Tapered to blunt point 



-I'e: 



•To go onto % sq. rod 



2.25 



1 pair handles for turning rods. (Sketch.) 

^'Eye Bolt 



yi bare when hard up 



^^:$/'^t-^'"Eye Bolt & Nut 

s'o^^ 



5^ Rnd. 



^ 



r^-i- 



4. 



=^^ 



fe# 



8.00 



1 mUd steel auger, maximum diameter IJ in. with hardened poiat 

and connection to fit onto rods 

2 steel drills to fit onto rods. Chisel pointed, 6 ft. long, width of 

cutting edge IJ in 

1 sand pump. Outside diameter 1| in., with connection to fit onto 
rods. Fitted with clack valve and seat and opening at top end 
to allow of cleaning out 

1 8-lb. sledge hammer double faced 

1 hand hammer 

1 maul 

1 adjustable spanner 

1 shovel (long handle, round point) "l 

1 oil can and feeder 

1 triangular bastard 9-in. file (for cleaning threads, etc.) 

2 cold chisels 

1 tool box. Inside dimensions 6' 6" X 9" wide X 1' 0" deep, com- 
plete with lock 

Sundries, such as cotton waste, planks, etc 



5.00 
7.00 



2.50 
2.00 
0.75 
1.00 
1.25 
1.50 
0.50 
0.65 
0.60 

4.00 
4.00 



Total , $105.00 



40 COST OF RAILROADS PER MILE. 

CHAPTER III. 

COST OF RAILROADS. 

Cost of Railroads per Mile. — To arrive at an approximate 
cost of a line of railroad alread}^ built or to be built, by taking a 
sum per mile from a record of the actual cost of other lines built 
in the same territory and to the same standards, may serve very 
well for discussion or as a means of giving an idea of the amount 
likely to be involved, but it is no criterion that it will be even 
approximately correct in the final analysis. 

To show how varied are the costs per mile even in the same 
state or province, the statements shown in Tables 29 and 30 may 
be compared, from which it will be noted that out of twenty-one 
iterds and a dozen different lines, hardly two figures are com- 
parable. There are many reasons for this but the principal one 
is dae to the fact that the contours and physical conditions in no 
two cases are alike even when the lines are built side by side. 

In view of this, when estimating the cost of a new line even 
very approximately, it would be exceedingly risky to base it on a 
cost per mile from any records without going over the plans and 
profiles and taking out the quantities and ascertaining prices for 
labor and material in the territory in which the line is to be built. 

* Cost of the Alaska Central Railroad, 54 Miles. — The Alaska 
Central runs from Seward, a deep water port on Resurrection 
bay, which is about in the center of the south coast of Alaska, 
north toward Fairbanks, on the Tanana river. The road is 
standard gage, laid with 65 lb. rails. The maximum grade is 1 
per cent, except over two mountain ranges, where it is 2.2 per 
cent. The maximum curvature is 14 degs. The cuts and fills 
are heavy and there are seven tunnels and many trestle bridges. 

The cost of 54 miles of road was $3,230,000. This includes 
cost of organization, but not cost of rolling stock, station build- 
ings, docks, office fixtures, etc. The cost of separate sections, 
starting from the terminus at Seward, was as follows: 

miles at 50,000 100,000 

" " 100,000 400,000 

" tunnels 300,000 

" approaches. . . . 295,000 



7 


miles at $20,000 . . . 


. $140,000 


2 


9 


" " 40,000... 


360,000 


4 


18 


" " 55,000... 


990,000 




7 


" " 35,000... 


245,000 


1 


5 


" " 80,000... 


400,000 





COST OF RAILROADS PER MILE. 41 

The cost per mile of the above 54 miles was $60,000. De- 
ducting the 2J miles of tunnels and approaches, the cost per mile 
of 52 miles was $51,000. The f of a mile of tunnels cost at the 
rate of $450,000 a mile, and If miles of approaches, $177,000 a mile. 

* Cost of Cheboygan Extension D. & M. Ry., 23.46 Miles. — 
The Cheboygan extension of the Detroit & Mackinac was opened 
in 1904. It runs from Tower, Mich., northwest to Cheboygan, 
23.46 miles. 

The first four miles of road from Tower is across an open plain. 
The next 12 or 14 miles, to the northern end of Mullet lake, is 
through slightly hilly, well-wooded country, with short stretches 
of burnt ground and swamp. The rest of the foute is in rolling 
country, most of which is cleared land. 

The road is single-track, laid with 70 lb. rail, maximum cur- 
vature 1 degree and maximum grade 0.5 per cent. Good gravel 
ballast was found about one mile from grade. There was no 
rock work and the bridge and culvert work was light. The 
largest bridge is a steel structure, 130 ft. span, with concrete 
abutments, over the Cheboygan river. The rest of the work is 
concrete. 

The cost of the 23.46 miles was $323,526, including engineer- 
ing, grading, clearing, grubbing, ties, rails, ballast, bridges, 
trestles, culverts, track fastenings, frogs, switches, track laying 
and surfacing, fencing portions of right-of-way, crossings, cattle 
guards, signs and other expenses. This is $13,790 per mile. 
The cost of station buildings, roundhouse, telegraph lines, inter- 
lockers and signal operators was $18,724, or $800 per mile. 

The railroad lines in the States of Minnesota, Wisconsin and 
Michigan have been valuated by a Commission and the figures 
are given below on a cost per mile basis, including the original 
cost of the Gt. N. Ry. by W. L. Webb. 

The valuation figures were made both from a standpoint of 
cost of reproduction and also their present value as affected by 
depreciation. The unit figures given, however, have, in some 
cases, been combined and interpolated so as to make them con- 
form with the present I. C. C. Classification and for this reason 
a number of the items may be inaccurate. However, they are 
near enough for general comparisons. 

* Railroad Age Gazette, Aug. 21st and Sept. 25, 1908. 



42 



VALUATION COST PER MILE. 



TABLE 29. — A^■ERAGE COST PER MILE OF STEAM R-\ILROADS. 



Items. 



Engineering, etc 

Land 

Grading 

Protect work, rip-rap, retaining 

walls 

Tunnels and subways 

Bridges, trestles and culverts. . . 

Elevated structures 

Ties 

Rails 

Other track material 

Ballast 

Track laying and surfacing 

Right of way fences, cattle 

guards and signs 

Snow and sand fences and snow 

shed 

Crossings and signs (see 13) ... . 

Station and office buildings 

Roadway buildings 

Water stations 

Fuel stations 

Shops and engine houses 

Grain elevators 

Storage warehouses 

Wharves and docks 

Coal and ore wharves 

Gas, steam and power plants. . . 
Telephone and telegraph lines . . 

Signals and interlockers 

Miscellaneous 

Total cost per mile without 
equipment 

Equipment: 

Locomotives 

Passenger equipment 

Freight car equipment 

Miscellaneous equipment 

Marine equipment 

Total average cost per mile 
including equipment 



State of 



Minne- 
sota, 1907. 
Valuation. 



S8.066 ' 
9.637 \ 
7,372 

318 

33 

2,576 

'2,303 
4,348 

992 
1,239 

703 

3&4 



771 

690 

211 

95 

1,157 



799 

"165 

185 

73 

2,710 



Wiscon- 
sin, 1903. 
Valuation. 



$3,552 
3,719 

5,098 

122 
2,372 

1,529 

3,773 

980 

788 
447 

277 



476 
353 
161 
54 
610 

16a 

260 

"9 
19 
52 

427 



$44,707 $25,241 



2,249 
871 

6,176 

175 

6 



$54,184 



1,342 

627 

3,630 

70 





$30,910 



Michigan, 

1900. 
Valuation. 



•Washington, 

Gt. X. Rv. 

488 miles. 

Original cost. 



$4,153 
3,665 

2,778 

147 
1,027 

' 1,426 

3,674 

680 

476 

839 

431 



526 

158 

93 

39 

418 

204 
707 

13 
33 

64 

188 



S3,463 
4,286 

12,441 

7,280 

.4,318 

i'.198" 
5,932 
943 

"593' 

256 



113 

258 

1,039 

166 

""'47 
' 991" 



$21,739 i $44,412 



1,155 
408 

2,527 

89 

220 



$26,138 



• The high cost of grading tunnels and bridges is due to the mountainous character of the 
country. One tunnel 13,813 feet long cost about $184 per foot or a total of $2,524,212. 



COST OF RAILROADS PER MILE. 



43 



TABLE 30. — AVERAGE COST PER MILE OF STEAM RAILROADS. 



State or Province 




Ontario. 






Mani- 
toba. 


Saskatchewan. 










Miles buiit 


182 M. 


16.3 M. 


17.7 M.| 57.9 M. 


25 M. 


15 M. 


145 M. 


Name of railway 


Y. 


X. 


W. 


V. 


T. 


S. 


Date built 


1912-14 


. 1912-13. 


1910-11. 


1911-12. 


1914. 


1914. 


1914. 


Items. 
















Engineering 


$2,765 

8,188 

23,231 

13,560 

3,371 

6,275 

268 

1,532 

4,007 

738 

81 

379 

669 

1,875 

597 

1,119 

86 

710 

5 

44 


$1,822 

5,979 

22,795 

5,673 

1,896 

4,677 

98 

1,352 

2,344 

771 

73 

' ■ 873 
657 

' ■ 265 

■ ' ' 25 
$49,300 


$607 
3,234 
6,883 
8,326 
1,718 
5,214 

275 
1,367 
3,106 

618 
55 

887 

404 
1,401 

' ' 419 

' ' 426 

' "60 


$1,312 

3,817 

13,953 

5,102 

2,034 

4,521 

136 

1,439 

2,653 

669 

57 

264 

409 


$477 

470 

2,390 

263 

3,205 

2,010 

55 

1,537 

2,459 

394 

24 


$623 

523 

3,563 

1,366 

3,062 

2,258 

62 

1,219 

1,831 

471 

8 


$801 


R. of way and stn. grounds 

Grading 


279 
6,994 


Bridges, trestles and culverts 

Ties 


1,792 
4,187 


Rails 


4,931 


Frogs and switches 


94 


Track fastenings 


1,613 


Ballasting, t. laying and surfacing 
Fences 


4,534 
471 


Crossings and signs 


24 


Interlocking and signals 




2 

7 
2 

5 




Telegraph lines 


288 
25 


23 

2 


327 


Station buildings and frt. sheds. . . 
Shops, engine houses and tools 




420 


315 
453 


Water stations 


472 


50 


1 


588 


Fuel stations 


108 


Misc. structures 


183 


4 


27 


662 


Operating expenses 


621 


Injuries 


3 








Other expenses 


36 


49 


6 


106 


Total cost per mile 


$69,500 


$35,000 


$37,500 


$13,700 


$15,600 


$28,900 


Bridge loading 


210% 
0.4% 
4° 
85 1b. 


210% 
1% 
10° 
85 1b. 


210%' 
0.4% 
3° 
85 1b. 


210% 
0.4% 

10° 

85 1b. 


180% 
0.3% 
2° 
56 1b. 


210% 
1%- • 
4° 
65 1b. 


210% 


Ruling grade 


0.4% 


Max. curve 


5° 


Weight of rail 


65 1b. 


Classification by traffic 


A 


A 


A 


A 


C 


B 


B 


State or Province 


Sask. & 
Alta. 


Alberta. 


British 




Col. 


Miles built 


195 M. 


25 M. 


75 M. 


27 M. 


100 M. 


Name of railway 


R. 


P. 


O. 


N. 


M. 


Date built 


1914. 


1914. 


1914. 


1914. 


1914. 


Items. 












Engineering 


$1,023 

312 

11,956 

3,875 

2,152 

5,532 

142 

1,176 

3,541 

446 

51 


$1,210 

127 

19,419 

2,266 

1,081 

2,763 

108 

642 

1,141 

294 


$583 

234 

5,807 

945 

1,888 

4,346 

20 

902 

1,915 

. 350 

35 


$755 
511 

4,399 
194 
645 

2,854 

77 

791 

2,583 

410 

39 


$1,430 


R. of way and stn. grounds 


810 


Grading 


17,939 


Bridges, trestles and culverts 


1,673 


Ties 


1,373 


Rails 


4,205 


Frogs and switches 


64 


Track fastenings 


990 


Ballasting, t. lajdng and surfacing 

Fences 


3 090 
496 


Crossings and signs 

Interlocking and signals , 


132 






16 


Telegraph lines 


423 
207 
268 
676 
65 
562 
Cr. 92 


181 


240 
9 

14 
135 


385 
4 


345 


Station buildings and frt. sheds 


5 


141 


Shops, engine houses and tools 










Water stations 


6 


301 


90 


Fuel stations 


477 


Misc. structures 








520 
Cr. 12 


Cr. 


331 
180 


108 


Operating expenses 


Cr. 4 


Injuries 




Other expenses 


85 


52 


59 


1 


30 


Total cost per mile 




$32,400 


$29,900 


$18,000 


$14,100 


$32,800 


Bridge loading 


210% 
0.4% 
4° 
80-85 lb. 


210% 
0.8% 
5° 
801b. 


180% 
0.4% 
6° 
56 lb. 


2 


56- 


10% 

4% 

4° 
B5 1b. 


210% 




0.4%, 


Max. curve 


10° 




65 lb. 


Classification by traflBc 


B 


B 


C 


B 


-C 


B 



44 COST OF RAILROADS PER MILE. 

In the statement, Table 30, the hnes may be classified some- 
what as follows: 

A. First class main line for heavy traffic permanent struc- 
tures and heavy rail throughout all tie plated. 

B. First class branch line with main line structures, medium 
weight rail for medium traffic likel}^ to increase to main line 
traffic in the future. 

C. Second class branch line, light rail for light traffic, not 
likely to increase to any great extent. 



Lire Load 2105^ 
25,000 50,000 50,000 50,000 50,000 35,000 42,500 42,500 42,500 42,600 



^0) ( 


:^00(^ 


\ 4000 lbs. per lin. ft. , 


) G) (T) (8) (9) (10) 


Train Load^ 


1 8'H" 


1 5'6 "1 5' 6" 1 5'6" 1 


lO'O" 1 O'O" i 6'0" 1 lO'O" 1 6'0" 1 6'0" 





Live Load 180 fo 
22,500 40,300 41,400 43,000 41,000 30,400 30,400 30,400 30,400 



I i'Wi' I 5'2" I 5'2" I 5'6" I ll'9j^" | 5'5" | 6'43^" | 5'5' | 4'0^ 



Bridge Loading assumed in Table 30. 



A. R. E. A. Classification of Railways. 

Class " A " includes all districts of a railway having more than one main 
track, or those districts of a railway having a single main track with a traffic 
that equals or exceeds the following: 

Freight car mileage passing over district per year per mile, 150,000; or, 
Passenger car mileage' per year per mile of district, 10,000; with maximum 
speed of passenger trains of 50 miles per hour. * 

Class " B " includes all districts of a railway having a single main track, 
with a traffic that is less than the minimum prescribed for Class "A," and 
that equals or exceeds the following: 

Freight car mileage passing over district per year per mile, 50,000; or 
Passenger car mileage per year per mile of district, 5,000; with maximum 
speed of passenger trains of 40 miles per hour. 

Class " C " includes all districts of a railway not meeting the traffic require- 
ments of Classes " A " or " B." 



UNIT PRICES FOR NEW LINES. 45 

Unit Prices. — The foregoing remarks on the cost of railroads 
may also apply to unit prices for construction work but to a 
lesser degree as they are more amenable to the judgment of the 
engineer who uses them. The extent to which such figures may 
be used will depend entirely on the knowledge possessed of the 
character of work in hand and the experience of the estimator. 

The classification and the quantities involved in grading are 
very important as they are subject to greater variation than the 
structures or other materials; for example on a short stretch of 
the Alaska Railway from Mile 35 to 38 the grading varied from 
38| cents to $1.06 per cubic yard, somewhat as follows: 

MUe 35 rock fill from borrow, average haul 700 ft.; 4544 cu. yd., 
cost per yd 1 . 06 

Mile 36 earth fill in swamp, from borrow, haul 3522 ft. ; 4488 cu. yd., 

cost per yd 0. 38| 

MUe 38 earth fill in swamp, from borrow, haul 4133 ft.; 5283 cu. yd., 

cost per yd 0. 46J 

On the above work no steam shovels were used, all excavation 
being done by hand labor. On Mile 35 the rock (a hard slate) 
a 3| in. steam drill, supplied with steam by a 10 H. P. boiler, was 
used and material hauled in 1 cu. yd. cars. On Mile 36 and 38 
the haul was made in 10 car lots, hauled by two horses. 

In addition to the units given in Table 31 there are also a num- 
ber of other items, such as right-of-way, station grounds, inter- 
locking, signals, telegraph lines, etc., which have to be con- 
sidered; there are also the items of supervision, engineering, etc., 
usually covered by a percentage of the total cost which ranges 
from 10 to 15 per cent on an average as follows: 

Engineering and supervision 3.0 to 4. per cent 

Interest during construction 2.0 to 3. 25 per cent 

Taxes during construction 0. 10 to 0. 25 per cent 

Insurance 0. 25 to 0.5 per cent 

Organization and legal expenses 2. 50 to 3.5 per cent 

Contingencies 2 . 25 to 3.5 per cent 

Total 10 to 15 per cent 

The following unit prices. Table 31, are contract figures for 183 
miles of line, built 1912-1914, and may serve to give an idea of 
unit costs and the various items that have to be considered in 
construction work. 



46 



UNIT PRICES FOR NEW LINES. 



TABLE 31. — RAILWAY CONSTRUCTION UNIT PRICES. 



Clearing $40 . 00 per acre 

Grubbing 40.00 per square 

Solid rock 1 . 35 per c. y. 

" " borrow. . . 1.20 " " 

Loose rock 0.48 " " 

Hardpan 0.37 " " 

Earth 0.23 " " 

Overhaul 500-2800' 0.01 " " 

Haul over 2800'-4 m. 0.23 " " 

TrainfiU, etc 0.35 " " 

trestles 0.25 " " 

" special 0.30 " " 

Concrete, bridges. . . 9.00 " " 

culverts.. 10.00 " " 

" reinforced 11.00 " " 

ret. walls. 8.00 " " 

Rubble masonry. . . 6.00 " " 

Dry " ... 4.00 " " 

Masonry in bridges 16.00 " " 

Timber, trestles 45.00 " M. F. B. M. 

" temp. 35.00 " 
" culverts. . . 35.00 " " 
Iron, bridges & cul- 
verts 0.06 "lb. 

Piling 0.43 " L. ft. 

Lay 12 to 18" C. I. 

pipe 0.25 " " 

Lay 24 to 30" C. I. 

pipe 0.40 " " 

12" C. P. in place . . 1.00 " " 

18" " " " 1.75 " 



24" C. P. in place . . $2 . 80 per L. ft. 

30" " " " .. 3.50 " " 

Lay 24" tri. pipe. . . 1.30 " 

" 30" " "... 1.50 " " 

Dry exc. foundation 1.00 " C. yd. 

Wet " " 2.00 " 

Solid rock " 5.00 " 

Rip-rap 3.00 " 

Paving 3.00 " 

Steel in bridges, $2.50 to $3.75 per 100 lb. 
" erected $1 .20 to $1.85 per 100 lb. 

Sheet piling 30.00 " M. F. B. M. 

Fencing $347.50 per mile of fence 

Post holes in rock . . 1 . 50 each 
Gates 6.00 " 

Protection fences ... 46 . 85 per .track mile 

Cattle guards 19.35 " " " 

Signs 69.50 " " 

Bridge ties, del ... . 28.00 " M. F. B. M. 

Switch ties " 32.00 " 

Track " 0.84 each del. 

Track laying 774 . 00 per track mile 

Placing switches ... 50 . 00 each 

" diamonds... 50.00 " 

BaUast . 53 per yd. 

" & surfac 2185.00 " mile 

Crossing plank 25.00 " M. F. B. M. 

Peeling ties 0.03 each 

Force account work. Current rates for labor 

and material plus 10 per cent. 
Train service 5 . 00 per hour 



TheA.R.E.A. Width of Roadway at Subgrade: 

(1) Class " A " Railways, with constant and heavy traffic, should have a 
minimum permanent width of twenty (20) feet at subgrade. 

(2) In the theory upon which the width of embankment at subgrade is 
based, it is considered that the track, in excavations, is placed upon what is 
virtually a low embankment ; and in order to preserve uniformity of conditions 
immediately under the track throughout the line, the width of subgrade in 
excavations should be made the same as on embankments, outside of which 
sufficient room should be allowed for side ditches. 

The tops of embankments and bottoms of cuttings ready to receive the 
ballast is termed the subgrade. 

The slopes of embankments and excavations shall be of the following in- 
clinations, as expressed in the ratio of the horizontal distance to the vertical 
rise: 

Embankments, Earth — One and one-half to one; Rock — From one to one, to 
one and one-half to one; Excavations, Earth — One and one-half to one; 
Loose Rock — One-half to one; Solid Rock — One-quarter to one. 

These ratios may be varied according to circumstances, and the slopes shall 
be made as directed in each particular case. 



CLEARING, GRUBBING, GRADING. 47 

The following gives in brief the work entailed, and as covered 
by the foregoing unit prices. 

Clearing. — Under this head is included the clearing of the 
right of way of all trees, logs, brush and other perishable matter, 
all of which is usually burnt or otherwise disposed of, unless 
specially reserved to be made into ties, timber or cordwood. 

Clearing is paid for by the acre where actually performed, and 
dangerous trees, cut outside the right of way, at a specified rate 
per single tree. 

On ground to be covered by embankments more than two feet 
high, all trees and stumps are cut off even with the surface of the 
ground and removed; the price paid for clearing covers close 
cutting. 

Grubbing. — In all excavations including borrow pits, on all 
ground to be covered by embankments less than two feet high, 
and from all ditches, drains, new channels for water ways, and 
other places, when required, all stumps and large roots are 
grubbed out and removed. 

Grubbing is estimated and paid for by the units of 100 feet 
square (10,000 square feet) when actually performed, where 
excavation is less than four feet deep, and where embankment is 
less than two feet high. Where excavations are over four feet 
deep, the cost of grubbing is included in the price of grading. 

Grading. — Under this head is included excavations and em- 
bankments for the formation of the roadbed, all road crossings, 
all diversions of roads and streams, all borrow pits and ditches, 
foundation pits for bridges, trestles, culverts, buildings and 
structures, and all similar works connected with and incident to 
the construction of the roadbed. 

Grading is classified under the following heads, '^ Solid Rock," 
"Loose Rock," ''Hard Pan," and ''Earth." 

" Solid Rock " includes rock in solid beds or masses in its origi- 
nal position, which cannot be removed without blasting, and 
boulders or detached rock measuring one cubic yard or over. 

" Loose Rock " includes all detached rock or boulders meas- 
uring more than one cubic foot and less than one cubic yard, and 
all shale, slate, soap stone, disintegrated granite, and other soft 
rocks, which can be removed without blasting, though blasting 
may be occasionally resorted to. 



48 HAUL, CROSS WAYING, PILING. 

" Hard pan " includes cemented gravel, hard pan, indurated 
clay or combinations of the same whose hardness is such that if 
in a suitable location could not be plowed by an average four 
horse team. 

" Earth " includes all other material such as Loam, Clay, 
Sand, Quicksand, Gravel, Muskeg, Angular Rock Fragments, 
and small boulders. 

Material borrowed for embankment is not classified higher 
than loose rock, without prior written authority. 

Measurements will usually be made in excavation. In prairie 
or level country, where the embankments largely exceed the 
excavations, measurements will be made in embankments. 

Haul. — The limit of free haul is 500 feet and tlie limit to 
which any material may be required to be hauled will be 2500 
feet. For any haul exceeding 500 feet the Contractor shall be 
paid at the specified price per cubic yard per station. 

Cross Waying. — When required, in swamps or muskegs, 
cross ways shall be put in, built of logs as long as the full width 
of the embankment and not less than 6 inches in diameter. No 
ditches shall be made in either side of cross ways. Cross waying 
shall be paid for at the specified rate per square of 100 square 
feet, one foot deep. 

Buildings, etc. — The price paid for buildings, water tanks, 
turntables, depots, section houses, and other standard structures, 
will be held to include the foundations. The specifications for 
concrete, rubble masonry, etc., and the prices which govern such 
work, are intended to cover additional work of the same char- 
acter which may be required and is not shown on the plans. 

Piling. — Piling will be paid for under the following heads : 

" Piling in Structure " to include that portion of the pile fur- 
nished and driven by the Contractor, and left in the finished 
structure, and price for same will include all work of any kind in 
connection therewith. 

'' Pihng cut off " will include that portion of the pile furnished 
by the Contractor, but cut off before or after the pile has been 
driven, but any lengths in excess of those ordered by the Engineer 
shall not be paid for. 

" Pile driving " will include piles furnished by the Company 
and driven by the Contractor, only that portion of the pile left 



DRAIN PIPE, TRACKLAYING, ETC. " 49 

in structure will be paid for. The price will include all work of 
any kind in connection therewith. 

Rings shall not be paid for, but shoes will be paid for at the 
specified rate per shoe. 

Culvert Pipe. — Culvert pipe will be supplied by the Railway 
Company, delivered on board cars at the nearest railway station. 
The Contractor will be paid for hauling the pipe to the site at the 
specified rate per ton mile, and for placing it in position at the 
specified rate per lineal foot, which shall include the cost of all 
labor and material necessary and incidental to the completed 
work. 

Tile Drains. — The trenches for tile drains must be excavated, 
below frost line and to a true grade. The tiles shall be laid with 
ends butted and shall be covered with grass, hay or straw, over 
which shall be laid fine gravel to a depth of 4 inches, and the 
balance of the trench filled with gravel, broken stone or other 
material. 

Tracklaying. — Tracklaying will include all work of loading, un- 
loading, and handling material; laying the main track, spurs, turn- 
outs, wyes, and other permanent tracks; frogs, switches, rail 
braces, tie plates, crossings, etc. ; laying and spiking plank of road 
crossings, setting all track markers or signs, and such necessary 
cutting down or filling up the inequalities of the roadbed as will 
allow of the passage of trains, without damage to rail or rolling 
stock, until the proper surfacing and ballasting is performed. 

The Railway Company to furnish the Contractor with the. 
rails, track fastenings, switches, and ties on board cars at the 
point where the work under construction joins the already con- 
structed line of the Company. This point is usually specified in 
contract. 

'' Surfacing ' A' " will include all work of procuring surfacing 
material from side ditches or other places where allowed, putting 
under the track, surfacing, lining and all other work incident to 
the preparation of the track for operation, where material for 
surfacing is obtained from the side. « 

" Surfacing ' B ' " will include the cost of all train hauled 
material under the track, surfacing, lining and all other work 
incident to the preparation of the track for operation where sur- 
facing is done with train hauled material. 



50 



COST OF TRAIN SERVICE. 



Ballasting will include the loading, hauling, unloading along- 
side of track, and transportation of all material hauled by train 
for the purpose of surfacing the track. 

Cost of Train Service. — The cost of train service on construc- 
tion work will depend upon the amount of work involved, the 
kind of equipment necessary and the time such equipment is 
likely to be required. 

Table No. 32 gives the daily rental charge that may be con- 
sidered a fair average for the value and class of equipment given, 
and the estimated working days covered per annum. 

When the cost of the equipment is higher than that shown, the 
rental can be obtained by adding the same percentage to the 
rental as to the equipment. For example, if a locomotive cost 
$22,000. instead of $20,000 as given, this is an advance of 10 per 
cent so that the rental would also be advanced 10 per cent making 
it $17.60 instead of $16.00 per day. 

On the C. L. 0. & W. Ry. the cost of train service allowed the 
Contractor was at the rate of $5.00 per hour, including engine and 
train crews. This figure was arrived at as follows: 

A day was considered to represent a run of 150 miles. 



Items. 


Per day. 


Per mile. 


Rental of locomotive 




'$16.00 
0.75 
2.45 

6.75 
4.45 
5.45 
7.25 
31.90 


$0.1066 


Rental of van 




0050 


Oil waste, etc 


0.0164 


Wages: 
Engineer 


0.0451 


Fireman 


0.0297 


Conductor 


0.0363 


Brakemen (2) 


0.0484 


Fuel, estimated 


0.2125 








Total 


$75.00 


$0.50 


Average 10 miles per 


hour = $5.00 per hour. 





Specifications, proposals and contract forms applicable to rail- 
way construction work are issued in printed form by the A. R. E. 
Assoc, and the various items are covered in accordance with the 
best standard practice. 



RATES FOR RENTAL OF EQUIPMENT. 



51 



TABLE .32. — RATES FOR RENTAL OF EQUIPMENT. 1914. 

The Following Prices are Fair Average Figures of Rental Rates for the Use of Equip- 
ment, SUCH AS Steam Shovels, Lidgerw oods, Engines, Hart Cars, Flats, Etc., When 
Used for Ballasting, Bridge Filling, Betterment or Construction Work. 



Class of equipment. 



Steam shovels, 50 ton or over. 
Steam shovels, under 50 tons. . 

Standard locomotives 

Dinkey locomotives 

Lidgerwood unloaders 

Ballast plows 

Jordan spreaders 

Rodger ballast spreaders 

Hart cars, 50-ton 

Hart cars, 40-ton 

Side dump cars, 50-ton 

Flat cars 

Air dump cars, 12-yard 

Air dump cars, 20-yard 

Air dump cars, 30-yard 

Boarding cars 

Vans 

Box cars 

Coal cars 

Track pile drivers, wooden 

Tracklaying machines 

Track derricks, self propelling. 

Iron cars 

Push cars . 

Hand cars 

Track velocipedes 

Motor cars 

Dump cars, 6-yard 

Dump cars, 4-yard 

Dump cars, l^-yard 

Rail per ton 

Wagons 

Carts 

Wheel scrapers 

Slush scrapers 

Plows, grading 

Steam drills 

Boilers up to 10 H.P 

Steam pumps up to 10 H.P 

Hoisting engines up to 10 H.P. . 

Horse pile drivers 

Steam pile drivers, complete . . . 



p a 



$13,000.00 

10,000.00 

20,000.00 

5,000.00 

6,000.00 

1,000.00 

6,500.00 

1,200.00 

1,550.00 

1,000.00 

1,350.00 

900.00 

1,430.00 

2,275.00 

2,990.00 

400.00 

1,225.00 

1,000.00 

1,400.00 

7,000.00 

5,000.00 

3,000.00 

50.00 

30.00 

40.00 

40.00 

300.00 

350.00 

250.00 

90.00 

30.00 

160.00 

45.00 

60.00 

8.00 

25.00 

230.00 

300.00 

300.00 

600.00 

800.00 

2,000.00 



S 2 

V I- 



% 

20 
20 
12 
20 
20 
20 
20 
20 
15 
20 
15 
15 
15 
15 
15 
15 
12 
12 
15 
12 
12 
12 
20 
20 
25 
30 
25 
20 
20 
20 
10 
30 
30 
30 
49 
30 
20 
15 
15 
15 
20 
15 



$2600.00 

2000.00 

2400.00 

1000.00 

1200,00 

200.00 

1300.00 

240.00 

232.50 

200.00 

202.50 

135.00 

214.50 

341.05 

448.50 

60.00 

147.00 

120.00 

210.00 

840.00 

600.00 

360.00 

10.00 

6.00 

10.00 

12.00 

75.00 

70.00 

50.00 

18.00 

3.00 

48.00 

13.50 

18.00 

3.20 

7.50 

46.00 

45.00 

45.00 

90.00 

160.00 

300.00 



200 

200 

300 

200 

200 

200 

200 

100 

200 

200 

200 

300 

200 

200 

200 

200 

300 

300 

300 

100 

100 

100 

100 

150 

200 

200 

200 

200 

200 

200 

200 

150 

150 

150 

150 

150 

100 

100 

100 

100 

100 

100 



$13.00 
10.00 
8.00 
5.00 
6.00 
1.00 
6.50 
2.40 
1.17 
1.00 
1.02 
0.45 
1.08 
1.71 
2.25 
0.30 
0.49 
0.40 
0.70 
8.40 
6.00 
3.60 
0.10 
0.04 

, 0.05 
0.06 
0.38 
0.35 
0.25 
0.09 

0.015 
0.32 
0.09 
0.12 
0.02 
0.05 
0.46 
0.45 
0.45 
0.90 
1.60 
3.00 



m 0) 

-I 



02 <S) 






$3.00 
2.00 
4.00 
1.00 
1.00 

1.00 

0.30 

0.23 

0.25. 

0.25 

0.10 

0.10 

0.14 

0.15 

0.10 

0.16 

0.10 

0.10 

1.00 

2.00 

1.00 

0.03 

0.02 

0.02 

0.04 

0.12 

0.10 

0.05 

0.05 

0.08 
0.06 
0.13 
0.03 
0.05 
0.14 
0.30 
0.30 
0.60 

0.50 



$2.00 
2.00 
4.00 
1.00 
1.00 

0.50 
0.30 
0.10 
0.25 
0.13 
0.10 
0.07 
0.10 
0.10 
0.10 
0.10 



1.60 
1.00 
0.40 






0.05 
0.05 
0.06 
0.005 



0.15 
0.50 



$18.00 
14.00 
16.00 
7.00 
8.00 
1.00 
8.00 
3.00 
1.50 
1.50 
1.40 
0.65 
1.25 
1.95 
2.50 
0.50 
0.75 
0.50 
0.80 
11.00 
9.00 
5.00 
0.13 
0.06 
0.07 
0.10 
0.50 
0.50 
0.35 
0.20 
0.02 
0.40 
0.15 
0.25 
0.05 
0.10 
0.60 
0.75 
0.75 
1.50 
1.75 
4.00 



52 GRADE SEPARATION. 



CHAPTER IV. 

GRADE SEPARATION. 

Where street and railway cross each other on the level, and 
make what is known as a grade or level crossing, the separating 
of such crossings when necessary involves either the raising of the 
tracks above the street level or " track elevation," or the lower- 
ing of the tracks below the street level or " track depression," or 
a combination of both may be developed. In the working out of 
such schemes a great man}^ factors have to be considered and 
each case is usually a stud}^ b}^ itself. 

In general it may be said that track elevation is the most com^ 
mon of all schemes. Undoubtedly the railways would save a 
great deal by anticipating and making provision for grade sepa- 
ration even when it seems remote rather than have it forced upon 
them at some future date w^hen the scheme is likely to be a much 
more ambitious and costly one. 

The benefits accruing from grade separation can verj^ seldom 
be expressed in dollars and cents, and is adopted usually when 
other means of protection such as crossing gates, watchmen, 
visible and audible signals, limiting speed of trains, etc., have 
proved inadequate, and whilst it is a means of increasing the 
safety and facilit}- of railway operation as well as the convenience 
and safety of highway and street traffic, it is generally measured 
by the amount of trafl&c and hazard rather than from a purely 
economic standpoint. 

Some of the benefits said to be common to each scheme are 
briefly : 

Reduction in grade crossing fatalities. 

Gain of time in train operation, street railway and general 
street traffic. 

New districts are more easily accessible, thus reducing local 
congestion in population. 

Accessibihty to churches, markets and schools improved. 

Reduction of fire losses as the fire departments are not de- 
layed by closed gates, etc. 

Elimination of damage suits, watchmen's gates, etc. 



BENEFITS AND OBJECTIONS. 53 

Some of the objections to track elevation are briefly: 

Work must begin from below and go up and traffic has to be 

handled without delay at the same time. 
In congested districts the work usually has to be divided into 

a number of different sections. 
It is cheaper to carry the street traffic over the railway than 

the railway traffic over the streets. 
These restrictions increase the cost of the work, complicate 

the handling of trains and street traffic and lengthen the 

time to complete the work. 
Drainage of subways often involve very serious difficulties 

and large expense for storm pumping, etc. 

Some of the objections to street elevation are briefly: 

^ • The height necessary for viaducts above the original grade 

of streets requires long approaches. 
Property values in the vicinity contiguous to the railways are 

depreciated in value. 
Long and heavy grades for street traffic. 
Smoke nuisance is accentuated and property damage is more 

pronounced. 

In studying the problem the principal factors to be considered 
are the cost, the effect of the operation of trains in connection 
with grades, industrial tracks, and provision for future possibiK- 
ties. Where the country is flat it will generally be track eleva- 
tion, or partial track elevation and street depression; entire track 
depression would probably be unfeasible and too costly. In loca- 
tions where summits of ascending track grades are involved 
street depression would probably be selected, especially if the 
track grades are such that they can be materially improved and 
the cost for extra right of way and the scheme in general is not 
prohibitive. 

Usually the study resolves itself in a series of schemes and 
estimates and the various phases of each are gone over and con- 
sidered before the final plan is adopted. 

In what follows are given the cost of the various structures 
involved as well as the quantities and unit prices, that will serve 
for comparative purposes when making preliminary estimates of 
this character. 

Fill or Excavation. — The amount of fill, or excavation, for 
track elevation or track depression, for varying heights, assuming 



54 



TRACK ELEVATION OR TRACK DEPRESSION 



either to be fully elevated, or depressed, from the original ground 
line, as shown in Table 33, is as follows : 



T-\BLE 33. FILL AND EXCAVATION. 



.FILL 



. EXCAVATION 




■J^ I 



oi rail. 



15.6 

16.0 
16.6 
17.0 
17.6 
ISO 
IS. 6 
19.0 
19.6 
2>3 



Heiz'nt. 



Track elevation. 
C'X vd. fill per lin. ft. for 



r I Track depr^sion. 

Lr - » . Cu. vd. excavation per lin. ft. for 

Ho^htJ - helzhi-H." 

it.. 



H. 



1 




_-i. 


3:r:ick5. 


4 tracks. 


14.0 


24 


32 


40 


4S 


14.6 


25 


33 


41 


49 


15.0 


26 


M 


42 


50 


15.6 


27 


35 


44 


53 


; 16.0 


28 


37 


46 


55 1 


16.6 


30 


39 


48 


57 


17.0 


31 


40 


49 


5S 


17.6 


33 


43 


52 


62 


18.0 


35 


45 


55 


65 


IS 6 


37 


47 


5S 


6S 



1 track. |2backa.btiacks.|4tmeks. 



20.0 
20.6 
21.0 

21 h 



.56 
57 
59 
61 
6:3 
65 
67 
68 
71 



68 
69 
72 
74 
76 
78 
80 
82 
S.5 



78 
80 
81 
^ 
87 
89 
91 
93 
96 
99 



90 

f 92 

93 

96 

100 

102 

104 

106 

110 

113 



* H = Height from base of rail to ground line. less IS". 

For track elevation, assuming that a clearance of 14 ft. is re- 
quired for subway and the floor depth is 3 feet 6 inches, the height 
from ground line to base of rail will be 17 feet 6 inches. In the 
table for this height, the amount of fill per hneal foot of embank- 
ment is 28 cubic yards for one track: 37 cubic yards for two 
tracks: 46 cubic yards for three tracks, etc. 

For track depression, assiuning that a clearance of 22 feet is 
required under the street bridge and the depth of floor is 3 feet 
6 inches, in the table for the 22-foot height, the amount of exca- 
vation per lineal foot is 6S cubic yards for one track: 82 cubic 
yards for two tracks: 96 cubic yards for three tracks, etc. 

By comparing the two cases given, which is a fair average for 
clearances, etc., it will be noted that the excavation for depression 
is about two and one-half times that of the fill required for track 
elevation. 



COST OF FILL AND EXCAVATION. 55 

The cost of fill for track elevation as against a cut for track 
depression is extremely variable depending upon local conditions 
and other factors that affect the cost, such as kind of material 
to be excavated in the case of a cut, its disposition, and possible 
changes to sewers, water mains, etc.; source of material in case 
of a fill and length of haul; in both cases traffic, bridges, walls, 
and number of tracks involved, etc., have a bearing on the cost 
and require to be considered. Material for embankment is usu- 
ally made by train fill dumped from a temporary trestle which is 
chargeable to the fill. 

The cost of fill for estimating purposes varies from 50 cents to 
$1.25 per cubic yard in place. A temporary trestle can be 
figured at $8 per lineal foot, if one trestle only is used; where two 
trestles are required, |7 per foot for each trestle is a fair figure. 
The fill for embankment in place under tracks was estimated at 
50 cents per cubic yard in Chicago and $1 per cubic yard at 
Houston and Toronto for grade separation work undertaken or 
proposed in these cities. 

The material to be excavated in a cut for track depression is 
usually done by steam shovel and the cost of removing and dis- 
posing of it will vary from 30 cents to $1.50 per cubic yard, de- 
pending upon the kind of material, disposition, length of haul, 
traffic, etc. On the Toronto track depression work the excava- 
tion was estimated at $1.25 per cubic yard. 

Track Depression C. M. & St. P. Ry. — The C. M. & St. P. 
Ry. track depression work in Minneapolis consisted in lowering 
the main tracks of the Hastings & Dakota Division for a distance 
of about three miles through a mixed residential and industrial 
section of the city in compliance with a city ordinance which 
called for the elimination of thirty-nine street crossings at grade. 
The plan contemplated the depression of the track and the 
erection of thirty-seven bridges to carry the traffic overhead. 
One street was closed and another, which originally was carried 
under the tracks in a subway, now crosses at grade. 

The tracks were lowered to permit head-room of 18^ feet under 
the bridges. This necessitated a cut which averaged about 22 
feet in depth. The total excavation was about 900,000 cubic 
yards and consisted of sand and gravel. A 65-ton Bucyrus steam 
shovel was used, equipped with a 2^ cubic yard dipper. The 



56 STEAM SHOVEL OPERATION. 

excavated material was hauled to Bass Lake, where it has been 
utiHzed for the construction of a freight yard. 

The original plan called for a two-track depression, but it was 
found necessary to increase this to three tracks in order to con- 
nect with the industrial spurs and permit the necessary switching 
without interference with the main line. 

Steam Shovel Work. — The work was done by the operating 
department of the railroad with company forces. The total 
depth of the cut was made in from 5 to 7 cuts, depending upon 
the depth carried. These cuts were generally carried for a 
stretch of about eight blocks at a time. The usual method of 
procedure was to use one track as a loading track while the shovel 
was making as deep a cut as possible to one side. This usually 
averaged about 8 feet. When this cut was completed to the re- 
quired distance, a new track was laid here and used as a loading 
track while the shovel was shifted to the other side. 

The shovel used was a 65-ton Bucyrus equipped with a 2J 
yard dipper and three dirt trains were used consisting of 25, 12- 
yard Western air dump cars. Each train was hauled by a class 
C-2 (2-8-0) locomotive. 

Below is a statement, prepared by J. G. Wetherell, Assistant 

Engineer who was in direct charge of the work, for the operating 

department; for shovel operation from April 19th to July 23rd. 

Total amount of excavation for season 195,908 cu. yd. 

Total number of days shovel worked ' 82 

Number of cuts shovel made 8 

Total distance shovel excavated (total length of cuts) 16,076 ft. 

Average distance excavated per day shovel" worked 196 ft. 

Average number of hours shovel worked per day 8. 80 hr. 

Total number of cars loaded 17,107 

Average number of cars loaded per day 208. 6 

Average number of cu. yd. per car 11. 46 cu. yd. 

Average number of cu. yd. excavated per day 2389. 1 

Average distance excavated material hauled 5. 28 mi. 

Greatest excavation for 1 month (June) 72,934 cu. yd. 

Average daily excavation for June 2805 cu. yd. 

Delays amounted to 12 per cent of the total time, distributed 

as follows: 

3.4 per cent moving shovel from one cut to next. 

5.3 per cent no cars, due to trouble at the dump or to main line being used for 
other purposes. 
1.3 per cent rain. 
0.2 per cent shovel breakdowns. 
0.8 per cent derailments in cut. 
1.0 per cent miscellaneous. 



LAND OR RETAINING WALLS. 



57 



Land or Retaining Walls. — The amount of land occupied by 
track depression as against track elevation for the same number 
of tracks depends on the amount of elevation or depression of the 
tracks. In either case, when the fill or cut overruns the land 
owned by the Company, it may be necessary, on account of 
streets or high cost of land, etc., to build retaining walls. Two 
comparative cases are given below, from which it will be noted 
that in the case of track elevation with retaining walls the cost is 
$161 as against $393 per lineal foot for track depression. 




TABLE 34. 

Approximate Costs of Track Elevation and Track Depression (for four tracks) 

PER Lineal Foot. 



Track elevation with retaining walls. 



Excavation cu. yd. 

Backfill cu. yd. 

Piles, wood .lin. ft. 

Drainage lin. ft. 

Concrete, plain cu. yd. 

Steel reinforcing per lb. 

Waterproofing walls. . .sq. yd. 

Fill cu. yd. 

Supervision and contingen- 
cies about 10 per cent 

Total.. 



6 

3 

60 

7.6 
500 
6 
38 



$1.00 
0.50 
0.40 

8.00 
0.03 
0.25 
1.00 



6.00 

1.50 
24.00 

1.00 
60.80 
15.00 

1.50 
38.00 

13.00 



$161.00 



Track depression with retaining walls. 



Excavation cu. yd. 

Backfill cu. yd. 

Piles, wood lin. ft. 

Drainage lin. ft. 

Concrete, plain cu. yd. 

Steel reinforcing per lb. 

Waterproofing walls, .sq. yd. 
Supervision and contingen- 
cies about 10 per cent 

Total 



113 
38 
75 

18 

1500 

9 



$1.00 
0.50 
0.40 

8.00 
0.03 
0.25 



$113.00 

19.00 

30.00 

1.00 

144.00 

45.00 

4.25 

36.75 



$393.00 



58 TYPE OF WALLS, STREET GRADES. 

The figure (Table 34) shows the amount of land occupied by a 
four-track viaduct or embankment for track elevation, or track 
depression for the same number of tracks; by comparing the two 
it will be noted that more land is involved b}^ track depression in 
any case than track elevation either when the ground or em- 
bankment is sloped off or when retaining walls are used. 

The walls are usually placed so as to encroach as little as 
possible beyond the right of way. and are shown in dotted lines 
for the two conditions, in the case of the depressed tracks where 
clearances will admit the wall may be reversed to bring the over- 
hanging portion inside instead of outside which will result in re- 
ducing the width of right of way involved. 

Type of Walls. — In the Rock Island track elevation work at 
Chicago the mass retaining walls, 30 ft. high, cost about Silo 
per hneal foot. Retaining walls on this work 18 ft. high, which 
is a common standard for track elevation projects, cost S32 per 
Hneal foot, being supported on spread foundations. 

Walls made by cribbing up reinforced concrete members of 
about the same size as track ties have given satisfactory service 
on several roads and on the Chicago & Western Indiana the cost 
of such walls, from 7 to 8 ft. high, is stated to be from 14 to 17 
per cent of that of a mass wall for same location. This indicates 
that, at least for low walls, the crib design retains its economic 
advantages when built of permanent material. Cellular wall 
designs developed by the Chicago, ^lilwaukee and St. Paul for 
track elevation at ^lilwaukee are also said to be very economical 
when conditions are favorable. 

For further details in regard to retaining walls, the quantities 
involved, and approximate cost see Chapter VL also pages 35 
and 36. 

For Subways see Chapter V. 

For Street Bridges see Chapter VI. 

For Elevated Structures see Chapter VII. 

Street Grades. — For track elevation it is usual to allow de- 
pression of streets at the crossings so as to give a minimum height 
of rise of tracks. In some cases the street has been depressed 
one-third and the tracks elevated two-thirds. 

An}' depression of streets will usually involve consideration of 
approach grades on the streets. Easy grades mean longer and 



COST OF VARIOUS ROADS AND STREETS. 



59 



more expensive approach grades and greater property damage. 
On the other hand steep grades with the advent of the auto- 
mobile and other tractive power machines are not so detrimental 
to the general run of traffic as was the case formerly when horse 
traffic was the principal consideration. 

In the Chicago track elevation work a great number of the 
subways have been built with 3.5 per cent approaches for an 
average length of about 100 feet on each side of the subway, the 
street depression averaging three to four feet. In several cities 
the grades vary from 3 to 9 per cent depending upon the dis- 
trict, whether residential or commercial, and the characteristics 
of the location and the amount of money involved. 

The level portion of the street on which cars are run should 
extend far enough beyond the subway to permit of maximum 
height to clear structure before starting up the grade. The 
grade and level portion should be connected by a vertical 
curve. 

In work of this character it should be noted that in cities labor 
will usually be high, the prices paid will always be compared with 
the rates paid by the city and it is quite possible it may be stipu- 
lated that contractors pay city rates for labor which is usually 
very much higher than the general run of wages paid for ordinary 
unskilled labor by contractors. 

APPROXIMATE COST OF VARIOUS ROADS AND STREETS. 



Type of street pavement. 


Average cost 
per sq. yd. 


Kind of street. 


Asphalt on concrete base 


$2.25 
3.00 
2.15 
1.55 

4.00 
1.25 
3.00 
1.50 


Residential street 


Asphalt on concrete base 

Brick 

Concrete, plain 

Granite block 


Heavy traffic 
Car line street 
Alleys 

Heavy traffic 
Light traffic 
Business street 


Macadam — water bound 


Wood blocks creosoted 


Tar or asphalt macadam 


Light traffic 





Street paving has been estimated at $18.00 per lin. ft. of 65 
ft. street with brick paving on a concrete base, concrete side- 
walks and concrete curb and gutter. 



60 



CLEARANCES OF BRIDGES 0^'ER STREET. 



Street excavation has been estimated at 75 cents per cubic 
yard for lowering street grades, the work being expensive on 
account of interference with traffic and difficulty o drainage 
during progress of work. 

Sewer and Pipes. — A reasonable estimate is to take Slo.OO 
per foot for every pipe crossing track. 

Closing of Streets. — It may be necessary to close some streets 
and readjust routes of street traffic to locations where it is pos- 
sible to locate a subway or bridge to better advantage. There is 
generally considerable opposition to this on the part of property 
owners affected and such are usually settled by negotiation and 
compromise. 

Clearances. — The following table gives the vertical clearances 
which have been used in a number of cities under var^-ing con- 
ditions as given by C. X. Bainbridge. 



Clearances in feet of bridges over street. 


Clearances in feet of bridges over tracks. 


Location. 


Streets without 
street cars. 


Streets 
with 

street 
cars. 


Location. 


Clearances. 


Clear- 
ance 
side. 


Chicago 

Philadelphia. . . . 

New York 

Buffalo 

Evanston 

Kansas City 

Cleveland 

Detroit 


12-13 
14 

14, usual, 11 
and 12 
special 

13 
12-13 

13 
13 

13 

12 


13.5 
14 

14 

14 
13.5 

14.5 

14.5 

14 
13.5 


Chicago. . . ; 

Philadelphia 

Rhode Island. . . . 
Connecticut 

New York City . . 
New York State. 
Massachusetts. . . 

Buffalo 

Minneapolis 

North Dakota. . . 

Canada 

Kentucky 

Cleveland. ...... 

New Hampshire. . 

Michigan 

Minnesota 

Vermont 

Indiana 


16-18 
20 
18 
18 

16-18 

21 

18 
15-18 
18-18.5 

21 

22.5 

22 

16.25 

21 

18 

21 

22 

21 


8 


Milwaukee 


8 
7.5 

7 









COST AND RENTAL RATES OF EQUIPMENT. 



61 



Equipment: The following figures may be considered fair average rental 
rates on equipment for grade separation work. 



TABLE 35. — COST AND RENTAL RATES ON EQUIPMENT FOR GRADE SEPA- 
RATION WORK ON THE N. Y. C. & ST. LOUIS RY AT CLEVELAND. 



Kind of equipment. 


Cost. 


Rental. 


Remarks. 


Locomotives 




$ 3.40 per hr. inch, 
eng. and train crews 










Unloading equipment: 








Lidgerwood unloader (60 tons) 


$5972 


10.00 per day 




Jordan spl'eaders 


3350 






Two plows 








Steam shovel: 








70 ton bucyrus 




10.00 per day 




Two tool cars 


6207 

6517 

6475 

$206 6681 


0.50 per day, each 
7.00 per day 
7.00 per day 




Loco, crane No. 8 




Loco, crane No. 9 




Loco, crane No. 10 




Loco, crane fitted with leads for driv- 


7.00 per day 


$206 does not incl. 


ing piles. 






cost of hammer. 


Concrete mixer No. 1: 








2| mixer; 9 h.p. vert, eng., hoisting en- 


3016 


5 . 00 per day 


Does not incl. cost 


gine; 20 h.p. boiler on flat car and 






or rental of car. 


housed; 7.24 cu. ft. side disch'ge con- 








crete cars; 29 chutes, 600 ft. track, 








etc., set up and ready for service. 








Concrete m,ixer No. 3 


Leased 


3.00 per day 
10.00 per day 




Pile driver Bucyrus mounted on car . 




Pile driver, mounted on wooden rolls 


Leased 


4.00 per day 




and skids. 




Trench m.achine 




167.50 per month 
2.60 per day 




Steam, pum,p (6-in.) 10-h.p. vert, boiler 


511 




with hose and fittings. 








Compressed air plant, 150 cu. ft. per 


1650 


1 . 50 per day 


Does not incl. cost 


min. Air-gas'l eng., etc., mounted 






or rental of car. 


on flat car and housed. 








Portable saw bench, 2 12-in. saws and 


165 






gasoline engine. 






Apron flat cars 




0.45 per day 


Including repairs. 









The method used in establishing rental values for equipment as above (by 
A. J. Himes) is illustrated by the case of crane 8, as follows: 

Cost of crane delivered and set up ready for service $6207. 00 

Depreciation for one month @ 10 per cent per year 51. 73 

Interest for one month @ 6 per cent per year 31 . 04 

Coal, oil and supplies one month 28. 60 

Watchman, one month 60. 00 

$171.37 

$171.37 expense and depreciation per month, divided by 26, working days 
per month, equals $6.59 per day, say $7.00 per day. 



62 TUNNELS. 



CHAPTER V. 
TUNNELS AND SUBWAYS. 

Tunnels. — Any tunnel work will usually require a special 
survey and careful investigation before being undertaken. 

They are generally built straight, and are usually dug from 
each end. 

The construction depends on the nature of the material; in 
very soft ground a circular cross section is used or an inverted 
arch along the bottom with tapering sides and a semi-circle along 
the top. 

The general construction is usually a rectangle with a semi- 
circle or semi-ellipse top, lined on the inside and graded through- 
out its length so as to drain with open gutters on the sides. 

When wood lining is used it is made extra wide so as to allow 
for a permanent lining at a future date. 

Any crevices made by the material falling outside of the con- 
struction Hne are filled with dry broken stone, rock, or split cord 
wood. 

When intermediate shafts are built they are generally closed 
up when the tunnel is complete, as they tend to produce cross 
currents of air, which retard ventilation. The movement of 
the train through the tunnel is said to be the best ventilator. 
In long tunnels power-driven fans are sometimes used. 

Where artificial ventilation is necessary for tunnels carrjdng 
steam power traffic it is usuall}^ obtained by one of two methods, 
as recommended by the A. R. E. Assoc: 

(a) To blow a current of air in the direction the train is moving 
and with sufficient velocity to remove the smoke and combus- 
tion gases ahead of the engine. 

(6) To blow a current of air against the direction of the tonnage 
train with velocity and volume sufficient to dilute the smoke 
and combustion gases to such an extent as not to be uncomfort- 
able to the operating crews and to clear the tunnel entirely within 
the minimum time limit for following trains. 



TUNNEL SECTIONS. 



63 



Tunnel Sections. — Very few tunnels are built without some 
form of lining as the best rock is liable to swell and fall and cause 
trouble; a timber lined tunnel is in danger of fire from locomo- 
tives so that if a permanent lining is not built in the first place 
provision is made so that it can be carried out at a future date. 

As the nature of the material to be pierced is usually of a varyr 
ing character the cross sections illustrated are typical of the 
different structures used under ordinary conditions. In yielding 
material the section of the tunnel is made large enough to be 
concrete lined without removing the timbers. Where the 
character of the material permits the timber lining is removed 
after the tunnel is driven and replaced with concrete. Where 
excessive pressure is likely to occur on account of inclined strata 
of rock, steel reinforcement is introduced, Fig. 6. The form 
and dimensions of the clear space to be provided for single and 
for double track tunnels on tangents as given by the A. R. E. A. 




'i^-7-O- 



J Top of Rail 



eT i 




Section for 
yielding V, 
material that 

exerts side 
pressure 



» 'spacing of Tracks' 
-^ to conform to | 
f Railroad Standard 




6 'Drain Pipe 
of Cast Iron 



Fig. 1. A. R. E. A. Tunnel Clearances. 



are shown, Fig. 1. For tunnels on curved track the section 
should be increased and the track shifted over so as to provide 
the same clearance as for tangent; the rate of grade in long tun- 
nels should be reduced so as to be 25 per cent, less than that of 
the ruling grade. The form and dimensions of the four-track 
Bergen Hill tunnels on the Erie Railroad are shown, Fig. 2. The 
distance between tracks is 13 ft. and the clearance of the inner 
tracks is 8 ft. 6 in. from center to face of wall. A box is built at 
each side of tunnel for drainage and 4 in. tile is used at low spots. 
The tracks are carried on a 12 in. bed of ballast on a broken stone 
base. 



64 



TUNNEL DRIVING. 



_£. Op^lideJLinejof q^ 




I DETAIL OF COVER AT A 



•-J' ' Refill with Stone (under 6 inches)-^ y 4'Tile at low points -'^ 

Fig. 2. Cross Section Four-track Tunnel Bergen Hill Tunnels, Erie Ry. 

Tunnel Driving. — The drilling methods adopted for tunnel 
driving on the C. C. & 0. Ry. are typical for this class of work, 
Fig. 3. One of these was by first driving a bottom heading and 
then throwing the superincumbent mass downward into a muck 
pile to be removed by steam shovels and cars as per sketch 
A. & B. In this case where the muck pile was high enough the 
drills were put straight into the face of the top heading as per 
sketch C, but when the muck pile w^as not high enough for this, 
the drills were driven in from beneath, as in sketch D. The 
method principally used however was to first take out a top head- 
ing with a semi-circular roof 9 ft. high at the centier, forming the 
arch of the tunnel, sketches E, F and G, and then blast out the 
bench and remove by steam shovel. 

In the tunnel work 60 per cent dynamite was principally used, 
making less fumes and securing quicker ventilation of the tunnel 
than was possible with the Judson powder; and 40 per cent 
djmamite was used on the outside rock work. 

The general cross sections of the tunnel construction both for 
wood and concrete as well as steel rib reinforcement are shown in 
Figs. 6, 7, 8 and 9 and may be taken as typical for this class of 
work. The approximate cost and quantities for the different 
sections are given on pages 71, 72 and 73. 



TUNNEL DRIVING. 



65 




66 



TUNNEL DRIVING. 



A novel method adopted in the construction of the Connaught 
double track tunnel on the C. P. R. consisted in driving from 
each end a pioneer tunnel parallel with the main tunnel but 
about 50 ft. distant from it. From the pioneer tunnels, cross- 
cuts were driven to the center line of the main tunnel at intervals 
of 1400 to 3000 ft. From each of these points the main tunnel 
heading was driven. 

The pioneer tunnels were merely a means of expediting the 
work by producing numerous points of attack and it is stated 
that the cost of the work and rate of progress amply justified the 
auxiliary tunnel work. The main tunnel is 26,400 ft. long, 29 ft. 
wide at rail level with vertical sides and semi-circular roof 23 ft. 
above subgrade to crown. 

An isometric elevation and cross sections of the tunnel taken 
from Engineering News, Vol. 74, No. 20, is shown. Figs. 4 and 5. 



Mount 
Macdonald 




Right 
SS.._WaU Plate 
Drift 



180 Heading timbered 
15 'of Tunnel complete 



Left Wall Plate Drift ■ 
ISOMETRIC ELEVATION Earth- 



1219' 



Fis;. 4. Isometric Section and Profile. 



With the exception of several hundred feet of clay and glacial 
drift at each end, the drifts are in solid rock, which is expected to 
continue throughout the entire length. It is mainly slate, schist 
and quartzite. No timbering is required in the rock excavation. 

For the end portions, which are in loose material and are tim- 
bered, a concrete hning is required. This is 30 in. thick and 483 



SECTIONS DOUBLE TRACK TUNNEL. 



67 



Double Track Tunnel. 



'sajojj daa^ j; 




P! 

a 

bO 

i=l 
O 

O 

a 

o 
o 
m 



bb 



68 



TYPICAL SECTIONS OF TUNNELS. 



ft. long at the west end and 27 in. thick and 1,288 ft. long at the 
east end. In addition, on account of the spalling of the rock, 
some concrete lining may be required in the solid-rock section at 
the west end. 

Typical sections of the tunnel, with its timbering and concrete 
lining, are shown in Fig. 5. The timbering in the glacial drift 
consists of a semi-circular roof arch supported on 12 X 16-in. 
posts. The timber sets are usually spaced 18 in. c. to c, but are 
set close where the material is loose and contains water. The arch 
has five or seven segments, usually single, but sometimes double. 

An interesting feature is that for the lined section in loose 
material the heavy footings of the side walls are braced by rein- 
forced-concrete struts 20 ft. apart. These are 18 in. wide, 24 in. 
deep at the ends and 18 in. at the middle. They are formed 
monolithic with the footings and with the longitudinal concrete 
slab for the support of the track drain. 



8pUt Cordwood 




Fig. 5a. Ordinary Single Track Tunnels. 



TUNNEL CONSTRUCTION. 



69 



Construction. — For ordinary tunnel work, Figs. 5a and 9, the 
timbers generally consist of 12" X 12'' upright posts at varying 
centers usually not over 3 ft., with 12'' X 12" caps and arch 
beams, 4" sills and 4" lagging the space behind being filled with 
wood or stone packing. The concrete lining may consist of 
1:2:5 material for side walls, and 1 : 2 : 3 for arch. 




m 



'Proaie of Grade 
'(FoundatloD to be made to take inoUned 
reaction of botizontal forces 



2-^^li*\ Uae sill or wedges 
as req^uired 



Fig. 6. Concrete Tunnel Lining with Steel Rib Reinforcement, 

C. C. & O. Ry. 



The steel reinforcement used on the C. C. & 0. Ry., Fig. 6, 
consists of 12" I beam ribs at 2 to 3 ft. centers, in two curved 
sections spliced together just above the springing line of the arch, 
at the most dangerous points the ribs are placed 12" centers, the 
ribs being carried down to the floor of the tunnel only on the side 
from which the pressure occurs. 



70 



TUNNEL PORTALS. 



The A. R. E. A. recommend that concrete be used for the per- 
manent tunnel Uning except where local conditions will injure 
the concrete before there is time for it to harden. 

In the event that a brick lining be used, that portion of the 
arch for a horizontal distance of five feet on each side of the center 
hne of each track should be laid with vitrified brick in rich Port- 
land cement mortar. 



Copinj to hire 3 pitch 
towud face of w&U 
,6* 



Figures 14 hiih and depressed 



Face to be finbhed with 1 of cement mortir 
1:2 applied as forms are fllled 




FACE OF PORTAL 




SECTION OF PORTAL 



Fig. 7. Concrete Tunnel Portal, C. C. & O. Ry 



Tumiel Portals. — Fig. 7 illustrates a permanent type of portal 
as built on the C. C. & 0. Ry. The face is finished ^^ith one in. of 
one to one cement mortar applied as forms are filled. It is usual 
to elaborate the face of permanent portals with a view of giving 
them a monumental appearance. When timber is used, the end 
portals consist of 12 in. by 12 in. posts spaced two feet centers or 
less, for a distance of about 8 feet from the ends, with 12 in. by 
12 in. timbers built over and across the end posts, to form a retain- 
ing wall on top; the end walls are also braced with similar timbers 
forming wing walls parallel to the tracks with lining behind if 
necessary to take the end slope of the hill; the brace posts are 
secured at the bottom by extending the main sill. 



COST OF TUNNEL WORK. 



71 



Exterior line of timber, 



Approximate assumed line 
of breakage of rock, 

Concrete to extend to 
solid wall for 1 belo; 
and 2 'above 
springing line. 



i^'here the breakage is such as to require 
less than 6 'packing, concrete shall 
extend to rock face, except on top 
\pf the Arch. Where more than 
jp'packing is required, broken 
'stone of suitable size shall 
unless Engineer 
shall otherwise 
direct. 




Profile Grade 

Fig. 8. Tunnel Lining. Plain Concrete, C. C. & O. Ry. 

TUNNEL CONCRETE LINED AFTER REMOVING TIMBER. (Fig. 8.) 
Approximate Cost per Lineal Foot, Without Track. 

15 cu. yd. Excavation @ S3. 25 

450 F. B. M. Timber @ 40.00 

45 lb. Iron in timber @ 0. 06 

1 cu. yd. Breakage • • © ^-00 

Packing and weep drains 

Freight, 1 ton @ 4. 00 

4 cu. yd. Concrete •. @ 10. 00 



Supervision and contingencies, about . . 10 per cent 

Total 



$ 48.75 

18.00 

2.70 

1.00 

1.55 

4.00 

40.00 

$116.00 

11.00 

$127.00 



72 



COST OF TUNNEL WORK. 



12 X 12 Struts wedged fight. 



Space between concrete and timber 
to be filled with broken stone 



6x8 Joggle 1 



Szcsvation beyond this line 
jieither desired or required, 
^exe rock breaks bejond 
this line use struts and 
packing as shown. 




Concrete to 
extend to soli^ 

wall for 1'. 

belo^ and ^\ 

2'abore 

springin: 



''fl65-|p2- 

HALF SECTION 
STONE PACKING 



HALF SECTION 
WOOD PACKING 



Fig. 9. Tunnel Concrete Lining Inside of Timbering, C. C. & O. Ry. 



Approximate Costs of Tunnel Work. 

TUNNEL LAGGED THROUGHOUT AND CONCRETE LINED. (Fig. 9.) 
Approximate Cost per Lineal Foot, Without Track. 

19 cu. yd. Excavation @ $3. 25 $ 6L 25 

650 F. B. M. Timber @ 40. 00 26. 00 

65 lb. Iron in timber @ 0. 06 3. 90 

,2 cu. yd. Breakage @ 1.00 2.00 

Packing and weep drains 1 . 85 

Freight, \\ tons @ 4. 00 6.00 

$101.00 

\\ cu. yd. Lining @ 10. 00 45.00 

$146.00 

Supervision and contingencies, about 10 per cent 14.00 

Total $160.00 



COST OF TUNNEL WORK. 



73 



TUNNEL LAGGED OVER ARCH ONLY AND CONCRETE LINED. (Fig. 9.) 
Appkoximate Cost peh Lineal Foot, Without Tback. 

18 cu. yd. Excavation @ $3. 25 $ 58. 50 

500 F. B. M. Timber @ 40. 00 20. 00 

50 lb. Iron in timber @ 0. 06 3. 00 

1 cu. yd. Breakage @ 1.00 1.00 

Packing and weep drains ' 1 . 50 

Freight, 1 ton @ 4. 00 4. 00 

$ 88.00 

4 cu. yd. Concrete lining @ 10. 00 40. 00 

$128.00 

Supervision and contingencies, about 10 per cent 12. 00 

Total $140. 00 

Average unit prices for double track tunnel work, 1915: 

Excavation Rock per lineal ft.. $135. 00 

Earth per lineal ft, 245. 00 

Average per lineal ft " 142. 00 

Extra account lining per cu. yd 3. 00 , 

Back filling Wood per cord 7. 50 

Rock 2. 25 

Lining Timber per M. ft. B. M 40. 00 

Concrete per cu. yd 13. 50 

Average cost per foot 81. 00 

Trackwork per foot 6. 50 

FROM DRINKER'S TUNNELING. 





Cost per cubic yard. 


Cost per lineal foot. 


Material. 


Excavation. 


Masc 


)nry. 




Single. 


Double. 


Single. 


Double. 


Single. 


Double. 


Hard rock 

Loose rock 

Soft ground 


$5.89 
3.12 
3.62 


$5.45 
3.48 
4.64 


$12.00 

9.07 

15.00 


$ 8.25 
10.41 
10.50 


$ 69.76 

80.61 

135.31 


$142.82 
119.26 
174.42 



The Can. Nor. double track tunnel under Mount Royal, Montreal, 
Canada, is said to have cost, excluding track and ballast per 
foot $208. 00 

The Can. Pac. double track tunnel between Hector and Yield is 
said to have cost, excluding track and ballast, per foot $150. 00 



74 



TUNNEL VENTILATION AND FLOORS. 



Tunnel Ventilation. — An improved system of ventilating 
some of the tunnels on the mountainous regions in West Virginia 
between Clarksburg and Parkersburg consisting of revolving fans 
propelled by steam power plants located near the portals, which 
drives fresh air ahead of the trains and insures comfortable tem- 
peratures, cost $70,000 each. 

Tunnel Floors. — The A. R. E. A. recommended for double 
track tunnels that the drainage should be provided for by the 
construction of a concrete channel midway between the tracks. 

Figs. 10 and 11 show the arrangement adopted in the River- 
mont tunnel (Southern Ry.) and the Richmond St. Tunnel, 
M. St. P. & S. Ste. M. 




Fig. 10. Rivermont Tunnel (Southern Ry.). 




^^rr-, T 



Fig. n. Section Tunnel (M. St. P. & S. Ste. M.). 














Yi Section through 



Yi Section between 



Timber Rib 

Fig. 12. Tunnel on Everett & Monte Cristo. 



TYPICAL SECTION OF TUNNEL FLOORS. 



75 



Fig. 12 shows the arrangements adopted for the Boulder 
tunnel (Montana Central Ry.) and in the tunnels of the Everett 
& Monte Cristo Ry. Fig. 13 shows the arrangement in the 
St. Clair circular iron-lined tunnel of the Grand Trunk Ry. 
Masonry viaducts usually have drains leading to weeper holes 
or pipes forming outlets at the haunches of the arches, either at 
the spandrel or the intrados. 



8x8*6 apart 




Fig. 13. St. Clair Tunnel. 

Fig. 14 shows the standard construction on the Interborough 
Rapid Transit subway. 




Fig. 14. Section Between Ties; Interborough Rapid Transit. 



76 



SUBWAYS. 



SUBWAYS. 

The type of subway to adopt will, under ordinary conditions, 
depend upon the number of supports the city or municipality 
will allow in the street; usually four types can be considered. 

A. One span — full width of street. 

B. Two spans — supports in center of street. 

C. Three spans — supports at sidewalk curb lines. 

D. Four spans — supports at sidewalk curb lines and center 
of street. 

The usual clearance of subways is 12 ft. to 13 ft. for streets 
without street cars and 13' 6'' to 14' 6'' for those with street cars. 

In all types the aim is to keep the floor as thin as possible so 
as to limit the height and thereby reduce the amount for fill 
in embankment, consistent with construction that will produce 
water tightness, noiselessness, good drainage, and easy mainte- 
nance, avoiding projections extending above the rail unless 
proper clearance is provided to make it safe for trainmen. A 
type of floor construction that is very common is shown, Fig. 15; 
the depth of floor is only 2' \" and the girders project about 1 ft. 
above the base of rail. The floor is composed of 9'' X 10'' steel 
eye beams 15" apart, concrete filled, over which is placed a 
waterproof membrane and the ballast. 



Xj— — ■Waterproofing 

^1 irV « --Protection 



T — r iox'jx4i~i 

L, I ' about 1'3'apart 



r 




ppz^v.-'Z^-st/a. \ Spherical 
Ejd-y^'- -jg it 5:\ Bearing 




Fig. 15. Shallow Floor. 



■;<7/';,-^ : t\ .'<■'■' -V-'^ ^i--:^ ■'^\ 



ADVANTAGES OF BALLASTED FLOORS. 77 

In Chicago the street subways are in general 66 ft. wide be- 
tween abutments with curb Hnes 10 ft. from the walls. At the 
center of the subway a space about 3 ft. wide is taken for a line 
of columns and the wheel guards. This leaves about 21' 6'' for 
roadway, which permits street cars and fast vehicles to pass 
slower vehicles moving in the same direction. 

For wider streets the 66 ft. subway is usually maintained, ex- 
cept at boulevards. 

The sidewalks are narrowed to 10 ft. to make up for the space 
occupied by the central row of columns and their clear width is 
further reduced to about 8 ft. by a line of columns just inside the 
10 ft. width. 

The spacing of tracks is generally 13 feet centers and if long 
spans have to be adopted it means that the girders must neces- 
sarily project above the base of rail, resulting in greater hazard 
to railway employees. 

The four span subway permits the use of forms of construction 
which will give a clear area over the bridge, thereby eliminating 
projecting girders entirely. 

The desire to get a shallow floor so as to limit the height and 
thereby reduce the amount for filling embankments has created 
a number of different types that differ principally in regard to the 
floor design. 

The advantage of a ballasted floor of proper depth with a water- 
proofed base as compared with the deck steel plate floor with 
little or no ballast is considered sufficient to warrant the adoption 
of the former even at the expense of some additional height, 
and the present day designs that are most in evidence consist of 
a combination of steel and concrete with a ballasted floor having 
at least a 6-in. cushion of ballast under the ties. The floor is 
made waterproof by using mastic asphalt or other material put 
on hot over the concrete and allowed to thoroughly set before the 
ballast is placed, with as much additional aid as possible from 
dishing or grading the concrete floor so as to form runoffs whereby 
the water coming through the ballast will always flow to the 
drainage outlets. The main girders are still confined principally 
to the deck or through plate girder type, although in many 
cases reinforced concrete with slab floor construction is being 
adopted. 



78 



COMPARATIVE COSTS OF SUBWAYS. 



Comparative costs of two-track subway structures for 60, 66 
and 80 ft. streets for track elevation from estimates, with slight 
modifications, by C. N. Bainbridge, are for Coopers E 50 loading 
with track and girders 13 ft. centers. Depth of floor for steel 
structures 3 ft. 6 in. and for concrete structures 3 ft. 10 in. 

Paving and sidewalks have been figured on the basis of the 
right of way being 100 ft. wide. 

Abutments and piers for a loading of from 2 to 2J tons per sq. ft. 
Rails, ties, ballast, drainage of subways, excavation for street 
depression, etc., that may be considered as common to all struc- 
tures, have not been included. 



TABLE 36. — ESTIMATES FOR CONCRETE REINFORCED BRIDGES. 



1 ^ 



-^- 



n — n — II 








ai 


a 


b 


I 
c 


60-ft. street.. . 


10.6 


19.6 


12 


36 


66-ft. street.. . 


9 6 


23.6 


11 


44 


80-ft. street... 


16.6 


23.6 


18 


44 



Type " D " Four-sp.\n Concrete Subways (2 tracks, 13 ft. c'ts). 



Material, type D. 



Cone, slab cu. yd. 

Cone, columns eu. yd. 

Cone, footings eu. yd. 

Exeav. column footings cu. yd. 

Backfill column footings. eu. yd. 

Cone, abutments eu. yd. 

Exeav. abutments cu. yd. 

Backfill abutments eu. yd. 

Paving right of way 100 ft sq. yd. 

Sidewalk right of way 200 ft sq. ft. 

Waterproofing sq. ft. 

Falsework lin. ft. 

Eng. and contingencies 20% 

Total 



Each additional track costs. 



60-ft. street. 



140 

55 

68 

150 

60 

420 

325 

160 

400 

2400 

1725 

160 



$14.00 
21.00 
8.00 
1.00 
0.25 
7.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 



51,960 

1,155 

545 

150 

15 

2,940 

325 

40 

1,300 

360 

340 

1,280 

2,090 



S12,500 



$4,200 



66-ft. street. 



168 

55 

68 

150 

60 

420 

325 

160 

490 

2200 

1900 

172 



$14.00 
21.00 
8.00 
1.00 
0.25 
7.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 



$2,350 

1,155 

545 

150 

15 

2,940 

325 

40 

1,590 

330 

380 

1,360 

2,200 



$13,400 
$4,500 



80-ft. street. 



212 

59 

76 

170 

65 

420 

325 

160 

490 

3600 

2240 

200 



S14. 
21. 
8. 
1. 
0. 
7. 
1. 

3 





S2,980 

1,240 

610 

170 

15 

2,940 

325 

40 

1,590 

540 

450 

1,600 

2,500 



.S15,000 
$5,300 



ESTIMATES STEEL AND CONCRETE SUBWAYS. 



79 



TABLE 37. — ESTIMATES FOR STEEL SUBWAY BRIDGES (STEEL EYE BEAM 

AND CONCRETE FLOOR). 








a 


b 


G 


60 Ft.Street 




60 


12 


36 


66 " 




66 


11 


44 


80 " 




80 


18 


44 



Type " A " One-span Subway (2 tracks, 13 ft. c'ts) 



Material, type A. 


60-ft. street. 


66-ft. street. 


80-ft. street. 


Steel structure lb . 

Cone, floor cu. yd. 

Cone, abutments cu. yd. 

Excav. abutments. cu. yd. 

Backfill abutments cu. yd. 

Paving right of way. . .sq. yd. 
Sidewalk right of way. .sq. ft. 

Waterproofing sq. ft. 

Falsework lin. ft. 

Eng. and conting's 20% 


180,000 

52 

530 

350 

120 

400 

2,400 

1,725 

160 


$0.03 
18.00 
7.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 


$5,400 
930 

3,710 

350 

30 

1,300 
360 
340 

1,280 

2,700 

$16,400 


207,000 

57 

530 

340 

120 

490 

2,200 

1,900 

172 


$0.03 
18.00 
7.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 


$6,210 

1,030 

3,710 

340 

30 

1,590 

330 

380 

1,380 

3,000 


285,000 

69 

530 

340 

120 

490 

3,600 

2,240 

200 


$0.03 
18.00 
7.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8-. 00 


$8,550 

1,240 

3,710 

340 

30 

1,590 

540 

450 

1,600 

3,650 
















Total 


$18,000 


$21,700 


















Each additional track costs . . . 


$6,000 


$6,700 


$8,200 
























a 


b 


c 


60 Ft.Street 




30 


12 


36 


66 " " 




33 


11 


44 


80 " " 




40 


18 


44 



Type " B " Two-span Subway (2 tracks, 13 ft. c'ts). 



Material, type B. 



Steel structure lb. 

Cone, floor cu. yd. 

Cone, abutments cu. yd. 

Excav. abutments cu. yd. 

Backfill abutments cu. yd. 

Cone, piers cu. yd. 

Exeav. piers cu. yd. 

Backfill piers cu. yd. 

Paving right of way. . .sq. yd. 
Sidewalk right of way. .sq. ft. 

Waterproofing sq. ft. 

Falsework lin. ft. 

Eng. and conting's 20% 

Total 



Each additional track costs . 



60-ft. street. 



133,000 

52 

530 

340 

120 

21 

40 

20 

400 

2,400 

1,725 

160 



$0.03 
18.00 
7.00 
1.00 
0.25 
8.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 



$3,990 

935 

3,710 

340 

30 

170 

40 

5 

1,300 

360 

340 

1,280 

2,500 



$15,000 



$ 5,400 



66-ft. street. 



158,000 

57 

530 

340 

120 

23 

40 

20 

490 

2,200 

1,900 

172 



$0.03 
18.00 
7.00 
1.00 
0.25 
8.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 



$4,740 

1,030 

3,710 

340 

30 

185 

40 

5 

1,590 

330 

380 

1,380 

2,740 



$16,500 



$5,800 



80-ft. street. 



208,000 

69 

530 

340 

120 

26 

50 

20 

490 

3,600 

2,240 

200 



$0.03 
18.00 
7.00 
1.00 
0.25 
8.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 



$6,240 

1,240 

3,710 

340 

30 

205 

50 

5 

1,590 

540 

450 

1,600 

3,200 



$19,200 



$6,900 



80 



ESTIMATES STEEL AND CONCRETE SUBWAYS. 



TABLE 3S. — ESTIMATES FOR STEEL SUBWAY BRIDGES (STEEL EYE BE.\M 

AND CONCRETE FLOOR). 



m 



1^> 



r 



n 



^Oju 



-a 





\a\ 


a 


b\c 


CO Ft-Strett 


V .'\ 


|:i9 


1-2 ;:>: 


6S " 


..: 


U: 


11 :44 


80 " .. 


10.^ 


1 


l-!44 



Type " C " Three-spax Subwat (2 tracks, 13 ft. c'ts). 



Material, type C. 



Steel structure lb. 

Cone, floor cu. yd. 

Cone, abutment cu. yd. 

Excav. abutments cu. yd. 

Backfill abutments cu. yd. 

Cone, piers cu. yd. 

Excav. piers cu. yd. 

Backfill piers cu. j'd. 

Pa\-ing right of way. . .sq. yd. 
Sidewalk right of waj-. .sq. ft. 

Waterproofing sq. ft. 

Falsework lin. ft. 

Eng. and conting's 20^ 

Total 

Each additional track costs. . . 



60-ft. street. 



141,000 

52 

530 

340 

120 

37 

70 

40 

400 

2,400 

1,725 

160 



SO. 03 
18.00 
7.00 
1.00 
0.25 
8.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 



S4,230 

930 

3,710 

340 

30 

300 

70 

10 

1,300 

360 

340 

1,280 

2,600 



66-ft. street. 



$15,500 



$5,500 



168,400 

57 

530 

340 

120 

42 

70 

40 

490 

2,200 

1,900 

172! 



SO. 03 
18.00 
7.00 
1.00 
0.25 
8.00 
1.00 
0.25 
3.25 
0.15 
0.20 
8.00 



So, 050 

1,030 

3,710 

340 

30 

340 

70 

10 

1,590 

330 

380 

1,380 

2,840 



80-ft. street. 



$17,100 



$6,000 



190,000 


SO. 03 


69 


18.00 


530 


7.00 


340 


1.00 


120 


0.25 


46 


8.00 


80 


1.00 


40 


0.25 


490 


3.25 


3,600 


0.15 


2,240 


0.20 


200 


8.00 



















S5,700 

1,240 

3,710 

340 

30 

370 

80 

10 

1.590 

540 

450 

1,600 

3,140 

$18.800 
$6,800 









u 






ai 


a b 


C 


oO Ft. Street 


10.6 


Ul2 


36 


66 '• 


9.6^3.6 11 


44 


80 " " 


15.6-23.6 IS 


44 



Type " D 


" Fou 


R-SPAX 


Subway (2 tracks, 13 ft. c'ts) 








Material, tj-pe D. 


60-ft. street. 


66-ft. street. 


• 
80-ft. street. 


Steel structure lb. 


121,900 


SO. 03 


S3,660 


136,400 


SO. 03 


4,090 


162,000 


0.03 


$4,860 


Cone, floor cu. j-d. 


52 


18.00 


930 


57 


18.00 


1,030 


69 


18.00 


1,240 


Cone, abutments cu. yd. 


530 


7.00 


3,710 


530 


7.00 


3,710 


530 


7.00 


3,710 


Excav. abutments cu. yd. 


340 


1.00 


340 


340 


1.00 


340 


340 


1.00 


340 


Backfill abutments — cu. yd. 


120 


0.25 


30 


120 


0.25 


30 


120 


0.25 


30 


Cone, piers cu. yd. 


45 


8.00 


360 


46 


8.00 


370 


51 


8.00 


410 


Excav. piers cu. yd. 


80 


1.00 


80 


80 


1.00 


80 


90 


1.00 


90 


Backfill piers cu. yd. 


40 


0.25 


10 


40 


0.25 


10 


40 


0.25 


10 


PaWng right of way. . .sq. yd. 


400 


3.25 


1,300 


490 


3.25 


1,590 


490 


3.25 


1,590 


Sidewalk right of way., sq. ft. 


2,400 


0.15 


360 


2,200 


0.15 


330 


3,600 


0.15 


540 


Waterproofing sq. ft. 


1,725 


0.20 


340 


1,900 


0.20 


380 


2.240 


0.20 


450 


Falsework lin. ft. 


160 


8.00 


1,280 


172 


8.00 


1,380 


200 


8.00 


1,600 


Eng. and conting's 20% 

Total 






2,500 






2,660 






2,930 






$14,900 






$16,000 






$17,800 








$5,100 






$5,500 






$6,300 












— 



REINFORCED CONCRETE SUBWAY. 



81 



It will be noted by comparing the cost of the various types that 
the four span subway is the most economical; it is also the most 
typical as it favors and lends itself to the best type of construc- 
tion, and at the same time cannot be said to interfere with the 
general utility of the street as the columns in the center simply 
divide the traffic which is a convenience in most cases, and those 
at the curbs separate the vehicle traffic from the foot traffic and 
is not a detriment. A subway of this kind, which is a very pleas- 
ing design, is shown on Fig. 16 as built by the C. M. & St. P. 
of reinforced concrete and the depth of the floor system is 3' 9" 
to base of rail; the deep floor enables the structure to be built 
without any projections above the rail level. 



I 7-^""Bms. x{° Stirrups Handling Stirrup.^ 



B" 



j iGutter slope ?(„ per {t^ i 



116' Q"q" «■' Q"q" , ' 



1 a Bars, 
I "I bent up 

^ri"=Bars^ 




l y l ^l-^i J ^ t ^ l^ ^ ^KW ^'"^'^* ^H^iClS^^^^^^^^, 



SECTION ON C. L. OF TRACK 



12-11?^- 

CROSS SECTION 



^^5 




.Sidewalk (■ Lev^el with \ 
^^ ^ Urown of street; 

4-5i°Bar3 

t -W°Stirrup3 
l"0Barsl'6''C. toC. 



==-?C°Bar8 



SECTION "B-B" CURB PIER 



Base of Rail 




HALF SECTION 



Slope }^"tol'0" 
HALF ELEVATION 



CO t<-6-6^-[< 1-^0^! — »+«-6-6-^ 




H?i\.F SECTION NEArT HALF SECTION 
C.L. OF STREET I AT CURB 



Fig. 16. Reinforced Concrete Subway, C. M. & St. P. Ry. 



82 



KEIXFORCED CONXRETE SUBWAYS. 



l^Tipe 



Waterproofing 




Fig. 17. T\-pical end elevation and cross section, of Carolina Ave. 
and Florida St. Subways. 

Subways. — Memphis, Tenn. 

Tracks spaced 12^ ft. c. to c. Four floor slabs per track, each 
6 ft. 2i in. by 23 ft. 2i in. Designed for Cooper's E 55 loading. 
Impact, 50 per cent of hve load. 

Quantities per Un. ft. of subway: 

Slab floor sj'stem 4. 74 cu. yd. 

Abutments 4. 87 cu. yd. 

Center supports 0. 9S cu. yd. 

Total 10.. 59 cu. yd. 

Wing waUs (right angle 20 ft. long), each 26.81 cu. yd. 

Reinforcement of slabs 173 lb. per yd. 

Reinforcement of substructure .' 140 lb. per yd. 

All concrete 1:2:4. 

Fig. 17 shows a t^-pical end elevation and section of the sub- 
ways at Florida St. and at Carohna Ave. except that the total 
width between abutments on Carolina Ave. will be 65 ft. The 
design is especially noteworthy on account of the extensive use 
of reinforced concrete and of the box type of abutments. Street 
grades on the subway approaches will be approximately 4 per 
cent and the pa\'ing will be of vitrified brick on a concrete founda- 
tion. 

These two subways, exclusive of pa\'ing but including property 
damages, will cost approximately SI 75.000. of which the city's 
expense will be approximately $25,000 plus the cost of pa^'ing. 
Eng. Xews, July 27, 1916. 



BRIDGE ABUTMENTS. 



83 



CHAPTER VI. 

BRIDGES, TRESTLES, AND CULVERTS. 

Bridge Abutments, Piers, and Retaining Walls. 

. Abutments. — Abutments may be built either of stone or 
concrete. For the latter, if current is strong, the up-stream 
corners should be stone-faced. Leave 4-inch clearance between 
face of ballast wall and end of girders. Frost batter of walls to 
be finished smooth. Bridge seats to be finished to a dead level 
throughout on tangents, and on curves given a slope parallel to 
the super-elevation of the outer rail, including tie seat on the 
ballast wall. 




PLAN 

Fig. 18. Bridge Abutments. 

On curves locate abutments normal to chord of span. The 
quantities given in the following tables for bridge abutments 
include wing walls, based on the assumption that the cross section 
is level and foundation carried to a depth of 5 ft. below ground line. 
Wing walls are stopped at a height of 4 feet above ground Hne. 



84 



QUAXTITIES IX ABUTMENTS. 



TABLE 39. — ABUTMENTS FOR DECK PLATE GIRDERS. 'Fig. 1S.> 



Span. 



Bridge seat*. 



Ft. 


Ft. 


In. 


Ft. 


In. 


20 


2 





, 3 


9 


30 


2 


3 


1 4 


6 


40 


2 


6 


5 


6 


50 


2 


9 


6 


6 


60 


3 





S 





70 


3 


3 


9 





80 


3 


6 


10 





90 


4 





10 


6 



Approiiinate cubic yards in one abutment. Height " C. 



10 14 

ft. ' ft. 



18 22 26 30 I 34 

ft. I ft. I ft. ' ft. ■ ft. 



38 
ft. 



42 
ft. 



46 

ft. 



2S 


W 


29 


66 


30 


6S 


31 


70 





72 


.... 


74 


.... 


75 





76 



114 ISO 265 370 49S 650 829 1036 

116 1S2 267 372 500 6-52 S31 103S 

118| 184 269 374 502 6.54' 833 1040 

120 186 271 376 oOs 655 835 1042 

124 190 275 3•^i:i .Vj^ 660 839 1046 

128 195 279 3^4 512 664 843 1050 

130, 19S 283 38S 516 66S 847 1054 

1331 203 2S^ 393 520 673 852 1059 



50 

ft. 



1274 
1276 
1278 
1280 
12.84 
1289 
1293 
1297 





TABLE 


iO. — ABUTMENT 


S FOR HALF DECK GIRDER 


S. Fig. IS. 






Bridge seats. 


Appronmate cubic j-ards in one abutment. Height " C." 


^MUl. 
















A. 


B. 


10 


14 


IS 22 , 26 


30 


34 


38 


42 


46 


50 




ft. 


ft. 


ft. 


ft. ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


Ft. 


F:. In. Ft. In. 






1 












20 


2 


1 8 


27 


63 


113 


179 264 


369 


497 


649 


828 


1035 


1273 


30 


2 3 


1 8 


28 


65 


115 


181 1 266 


371 


499 


651 


829 


1037 


1275 


40 


2 6 


1 8 


29 


66 


116 


182' 267 


372; 500 


652 


830 


1038 


1276 


50 


2 9 


2 5 


29 


67 


117 


183 268 


373, 501 


654 


832 


1040 


1278 


60 


3 


3 11 


30 


70 


121 


187 272 


377, 505 


658 


835 


1043 


12S1 


70 


3 3 


4 10 


31 


72 


124 


191 276 


381 509 


663 


840 


1048 


1286 


80 


3 6 


5 9 


32 


74 


127 


195' 280 


384 512 

1 


666 


843 


1051 


1289 





T-ABLE 41. — . 


\BUT^^FNTS FOR THROUGH 


BRIDGES 


. CFig. IS. 






Bridge seats. 


Approxiniate cubic j-ards in one abutment. Height " C." 


Span. 


















A. 


B. 


10 


14 


18 22 


26 


30 


34 38 


42 


46 


50 




ft. 


ft. 


ft. ft. 


ft. 


ft. 


ft. ft. 


ft. 


ft. 


ft. 


Ft. 


Ft. In. Ft. In. 






1 














100 


4 


5 6 


38 


84 


139 208 


294 


398 


526 


680 


857 


965 


1303 


125 


4 


5 9 


39 


85 


140 210 


296 


400 


528 


682; 859 


967 


1305 


150 


4 


5 9 


39 


85 


141 211 


298 


402 


530 


684 861 


969 


1307 


200 


4 6 


6 


40 


86 


143 213 


301 


405 


533 


687, 865 

1 


973 


1311 



Bridge Piers. — Piers may be built either of concrete or stone. 
If of concrete, the up-stream cutwater exposed to the action of 
swift currents, ice, or driftwood should have stone facing, to 
about 3 feet above high water. 



BRIDGE PIERS. 85 

When it is necessary to carry abutments or piers on piles, a 
grillage of 12'' X 12" timbers embedded in concrete is very com- 
monly used to form a base over the piles as shown in Fig. 19. 

The piles and timbers are placed about 3-foot centers, and the 
quantities per square foot of area covered (D. X E.) would be 
approximately as follows: 

Number of piles 0. 12 X D. E. 

Cubic yards concrete 0. 06 X D. E. 

Ft. B. M. timber 8. X D. E. 

Estimate for concrete base and pile foundation from above data : 
Piles 20 feet long, D. 9 feet and E. 18 feet = 162 square feet. 

No. of piles 162 X 0.12 = 19 X 20 = 380 ft. at 25 cts. $95. 00 

Ft. B. M. 12 X 12 timbers 162 X 8 = 1296 ft. B. M. at $30. . 38. 88 

Cu. yd. concrete, 162 X 0.06 = 9.7 cu. yd. at $8 77.60 

Total $201. 48 

In addition to the concrete base it is usually necessary to place 
caissons or wood cribs around the piers, forming a watertight 
box from which the water is pumped so that the foundations 
can be laid dry. These boxes are made up of 12'' X 12" timbers 
framed and braced, or sheet piling, either wood or steel, is often 
used. The cost and quantities vary with the nature of founda- 
tion and are usually paid for at unit prices. 

In place of the concrete and timber base sometimes a solid 
floor 24 inches thick made up of 12"X12" timbers drift-bolted 
together is used as a floating platform on which the masonry is 
built, and sunk into position over the piles, the piles having pre- 
viously been cut off by an under-water saw. 

The objection to this method is the liability in case of an ice 
shove for the pier to slide between the platform and piles. 

All piers and abutments should be sufficiently protected from 
scour, which is one of the chief sources of bridge failures. This 
can only be done by taking foundations down to solid bottom 
and anchoring the masonry to the foundation bed by large stone 
bolts, or dowels. 

In running water they should be further protected by stone 
riprapping all around; and when the clearance is limited and 
severe ice shoves are likely to occur, crib protection piers filled 
with stones, placed 25 to 50 feet ahead of each pier up stream, 
should be used. 



86 



QUANTITIES IN BRIDGE PIERS. 

Base of Rail 




^ 




SECTION 



L 






n 

CONCRETE BASE 



^ 



PLAN 



Fig. 19. Bridge Piers. 

TABLE 42. — APPROXIMATE CUBIC YARDS IN ONE PIER. (Fig. 19.) 



Width of piers. 






(Foi 


" girders 13-foot centers or less.) Total height. 






" B." 


10 


14 


18 


22 


26 


30 


34 


38 


42 


46 


50 


54 


.58 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


Ft. In. 








' 












4 


39 


56 


74 


93 


114 


137 


161 


186 


214 


243 


274 


306 


340 


4 6 


45 


64 


84 


105 


129 


155 


180 


208 


238 


269 


304 


338 


376 


5 


50 


71 


93 


118 


143 


171 


200 


231 


263 


298 


334 


371 


412 


5 6 


56 


79 


104 


131 


159 


189 


220 


254 


289 


326 


365 


406 


449 


6 


62 


88 


115 


144 


175 


207 


242 


278 


317 


358 


399 


443 


489 


6 6 


68 


96 


126 


158 


191 


227 


264 


303 


344 


387 


433 


480 


529 


7 


75 


106 


138 


172 


209 


247 


287 


329 


373 


420 


467 


518 


570 


7 6 


81 


115 


150 


187 


226 


267 


310 


355 


403 


454 


504 


558 


614 


8 


■88 


124 


165 


203 


245 


289 


335 


383 


434 


486 


541 


598 


657 



TABLE 43. — APPROXIMATE CUBIC YARDS IX ONE PIER. (Fig. 19.) 



Width of piera. 


(For girders over 13-foot centers 


up to 20-foot centers.) 


Total height 




•' B." 


10 


14 


18 


22 


26 


30 


34 


38 


42 


46 


50 


54 


58 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


ft. 


Ft. In. 
















6 


83 


117 


152 


190 


231 


273 


318 


364 


415 


467 


520 


576 


635 


6 6 


90 


127 


166 


208 


251 


297 


345 


395 


448 


503 


561 


621 


683 


7 


98 


139 


181 


225 


272 


321 


373 


427 


483 


543 


603 


667 


733 


7 6 


106 


150 


195 


243 


293 


346 


401 


458 


519 


583 


647 


715 


786 


8 


114 


161 


211 


262 


316 


372 


431 


492 


557 


622 


692 


764 


837 


8 6 


123 


174 


227 


281 


339 


399 


461 


528 


595 


664 


738 


812 


891 


9 


132 


186 


241 


301 


362 


426 


492 


562 


632 


707 


783 


861 


941 



QUANTITIES IN BRIDGE PIERS. 



87 



TABLE 44. — BRIDGE PIERS WITH OR WITHOUT CUTWATERS FOR 
DECK PLATE GIRDERS. 



BaBe of Bail 




If this base does not give 
BufiBcient area for piling re- 
quired, the area may he in- 
creased by steps as shown by 

dotted lines, minimum distance 
M-C. toe. piles =2 '6" 

J)l6tance c. of pile to edge of 

ma6onry=l' 6"abt. 

Miaximum load per pile=40,000 

lbs. 



Fig. 19a. 



QxTANTrrrES, Cubic Yards in One Pier -without Cutwaters for D. P. G. Spans. A = 16' 0". 



T. 


Width B. 


4'0" 


5'0" 


6'0" 


7'0" 


8'0" 


9'0" 


10' 0" 


12 


35 


43 


50 


58 


65 


72 


80 


14 


41 


50 


58 


67 


76 


84 


93 


16 


47 


h1 


67 


77 


87 


97 


107 


18 


54 


65 


77 


88 


99 


111 


122 


20 


61 


74 


86 


99 


111 


124 


137 


22 


68 


82 


96 


110 


124 


138 


152 


24 


76 


91 


107 


122 


137 


153 


168 


26 


84 


100 


117 


133 


150 


167 


184 


28 


92 


110 


128 


146 


163 


181 


200 


30 


101 


120 


139 


159 


178 


197 


216 • 


32 


110 


131 


151 


172 


193 


213 


233 


34 


119 


141 


163 


185 


207 


229 


251 


36 


128 


152 


175 


199 


223 


246 


269 


38 


138 


163 


188 


213 


238 


263 


287 


40 


148 


175 


201 


227 


253 


279 


305 


42 


158 


186 


214 


242 


269 


297 


324 


44 


169 


198 


228 


257 


286 


315 


344 


46 


180 


211 


242 


273 


303 


334 


364 


48 


191 


223 


255 


287 


320 


352 


384 


50 , 


203 


237 


270 


304 


338 


372 


405 


52 


215 


251 


286 


321 


356 


391 


426 


54 


228 


265 


301 


338 


374 


411 


447 


56 


241 


279 


317 


355 


393 


431 


469 


58 


254 


294 


333 


373 


412 


452 


491 


60 


268 


309 


349 


390 


431 


472 


513 



88 



QUANTITIES IN BRIDGE PIERS. 



Quantities, Cubic Yards in Oxe Cutwater. 



^■ 


Width C. 


4'0" 


5'0" 


6'0" 


7'0" 


8'0" 


9'0" 


10' 0" 


3 


1.60 


2.35 


3.30 


4.5 


5.8 


7.3 


9.0 


6 


1.80 


2.80 


3.90 


5.3 


6.9 


8.7 


10.7 


7 


2.00 


3.15 . 


4.45 


6.0 


7.9 


10.0 


12.3 


9 


2.20 


3.50 


5.00 


6.7 


8.9 


11.2 


13.9 


11 


2.40 


3.80 


5.45 


7.4 


9 8 


12.4 


15.4 


13 


2.55 


4.10 


5.90 


8.0 


10.6 


13.5 


16.9 


15 


2.70 


4.35 


6.30 


8.6 


11.4 


14.6 


18.3 


17 


2.85 


4.60 


6.70 


9.2 


12.2 


15.7 


19.6 


19 


2.95 


4.80 


7.10 


9.8 


13.0 


16.7 


20.9 


21 


3.05 


5.00 


7.40 


10.4 


13.7 


17.7 


22.1 


23 


3.10 


5.15 


7.70 


10.9 


14.4 


18 6 


23.3 


25 


3.13 


5.30 


8.00 


11.3 


15.0 


19 5 


24.4 


27 


3.16 


5.40 


8.30 


11.7 


15.6 


20.3 


25.5 


29 


3.19 


5.50 


8.50 


12 1 


16.2 


21.0 


26.6 


31 


3.21 


5.60 


8.60 


12.5 


16.7 


21.7 


27.6 


33 


3.22 


5.70 


8.70 


12.8 


17.2 


22.3 


28.5 



Method of Finding Total Quantity Cubic Yards in Pier. 

To find quantities in a pier where length A = 16' 0", width 5 = 6' 0" and total height T = 40' 0", 
when depth of high water = 20' 0" 

C = 6' + ^-^T^ = 8' 9", and F = 20' + 3' = 23' 0". 

From Table. — Quantity in pier without cutwater = 201 cu. yd. 

In upstream cutwater where F = 23', C = 9', quantity = 18.6 cu. yd. 
In upstream cutwater where F = 23', C = 8', quantity = 14.4 

4.2 

4.2 
Interpolating, quantity in desired cutwater = 18.6 — y X 3 = 17.55 

Similarly, quantity for downstream cutwater where F = 3' and C = 8' 9" = 6.95 

Total quantity in pier 225.50 



QUANTITIES IN BRIDGE PIERS. 



89 



TABLE 45. — BRIDGE PIERS WITH OR WITHOUT CUTWATERS FOR HALF 

DECK PLATE GIRDERS. 

Base of Rail 




W+E+10" 



If this base does not give 
sufficient area for piling re- 
quired, the area may be in- 
creased by steps as shown, by 
dotted lines, minimum distance 
. c. to c, piles= 2'6 " 
Distance c. of pile to edge of 
masonry = l' 6"abt. 
Maximum load per pile=40,000 
lbs. 



Fig. 19b. 



Quantities, Cubic Yards in One Pier tvithout Cutwaters for H. D. '. 


P. G. Spans. 


A = 18' 0". 


T. 


Width B. 


4'0" 


5'0" 


6'0" 


7'0" 


8'0" 


9'0" 


10' 0" 


12 


39 


48 


56 


64 


72 


81 


89 


14 


46 


56 


66 


75 


85 


95 


104 


16 


53 


64 


75 


87 


97 


109 


120 


18 


61 


74- 


86 


98 


111 


123 


136 


20 


69 


83 


97 


111 


124 


138 


152 


22 


77 


• 93 


108 


123 


139 


155 


170 


24 


86 


102 


120, 


136 


153 


170 


187 


26 


95 


113 


132 


150 


169 


187 


205 


28 


104 


124 


144 


163 


183 


203 


223 


30 


113 


134 


156 


177 


198 


220 


241 


32 


123 


146 


169 


191 


214 


237 


260 


34 


133 


157 


181 


206 


^ 230 


254 


279 • 


36 


143 


169 


195 


221 


247 


273 


298 


38 


153 


181 


208 


236 


263 


291 


318 


40 


164 


193 


222 


251 


280 


309 


338 


42 


176 


206 


237 


267 


298 


329 


359 


44 


188 


220 


252 


284 


316 


348 


380 


46 


200 


234 


268 


301 


335 


368 


402 


48 


212 


247 


283 


318 


353 


389 


424 


50 


225 


262 


299 


336 


373 


410 


447 


52 


238 


277 


316 


354 


393 


432 


470 


54 


252 


292 


333 


373 


413 


453 


494 


56 


266 


308 


350 


392 


434 


476 


518 


58 


280 


324 


368 


411 


455 


499 


542 


60 


295 


340 


386 


431 


476 


522 


567 



90 



QUANTITIES IX BRIDGE PIERS. 



QrAXTiTiES, Cubic Yards ix Oxe Cctwater. 



Width C. 



F. 


4'0" 


o'O" 


6'0" 


7'0" 


8'0" 


9'0" 


10' 0" 


3 


1.60 


2.35 


3.30 


4.0 


5.8 


7.3 


9.0 


6 


1.80 


2. SO 


3.90 


5.3 


6.9 


8.7 


10.7 


i 


2.00 


3.15 


4.45 


6.0 


7.9 


10.0 


12.3 


9 


2.20 


3.50 


5.00 


6.7 


8.9 


11.2 


13.9 


11 


2.40 


3.80 


5.45 


7.4 


9.8 


12.4 


15.4 


13 


2.55 


4.10 


5.90 


8.0 


10.6 


13.5 


16.9 


15 


2.70 


4.35 


6.30 


8.6 


11.4 


14.6 


18.3 


17 


2.85 


4.60 


6.70 


9.2 


12.2 


15.7 


19.6 


19 


2.95 


4.80 


7.10 


9.8 


13.0 


16.7 


20.9 


21 


3.05 


5.00 


7.40 


10.4 


13.7 


17.7 


22.1 


23 


3.10 


5.15 


7.70 


10.9 


14.4 


18.6 


23.3 


25 


3.13 


5.30 


8.00 


11.3 


15.0 


19.5 


24.4 


27 


3.16 


5.40 


8.30 


11.7 


15.6 


20.3 


25.5 


29 


3.19 


5.50 


8.50 


12.1 


16.2 


21.0 


26.6 


31 


3.21 


5.60 


8.60 


12.5 


16.7 


21.7 


27.6 


33 


3.22 


5.70 


8.70 


12 8 


17.2 


22.3 


28.5 



Method of Finding Total Quantity Cubic Yards in Pier. 

To find quantities in a pier where length A = 18' 0", width B = 6' 0" and total height T = 40'X)", 
when depth of high water = 20' 0" 



C = 6'-^ 



40- 
12 



= 8' 9", and F = 20' + 3' = 23' 0". 



From Table. — Quantity in pier without cutwater = 222 cu. yd. 

In upstream cutwater where F = 23', C = 9', quantity = 18.6 cu. yds. 
In upstream cutwater where F = 23', C = 8', quantity = 14.4 

4.2 

4.2 
Interpolating, quantity in desired cutwater = 18.6 — r^ X 3 = 17.55 

Similarly, quantitj- for downstream cutwater where F = 3' and C = 8' 9" = 6.95 

Total quantity in pier 246.50 



QUANTITIES IN BRIDGE PIERS. 



91 



TABLE 46. — BRIDGE PIERS WITH OR WITHOUT CUTWATERS FOR THROUGH 

TRUSS SPANS. 



Base of Rail 




B+6' 




If this base does not give 
sufficient area for piling re- 
quired, the area may be in- 
creased by steps as shown by 
dotted lines, minimum distance 
c. to c. piles=2'6" 
Distance c. of pile to edge of 
masonry = l' 6"abt, 
Maximum load per pile=40,000 
lbs. 



Fig. 19c. 



Quantities, Cubic Yards in One Pier Without Cutwaters Through Truss Spans. 

A = 25' 0'. 



T. 


Width B. 


6' 0" 


7' 0" 


8' 0" 


9' 0" 


10' 0" 


11' 0" 


12' 0" 


12 


76 


88 


99 


111 


122 


133 


145 


14 


89 


103 


116 


129 


143 


156 


169 


16 


103 


119 


134 


149 


164 


179 


194 


18 


117 


134 


152 


169 


186 


204 


220 


20 


132 


151 


170 


189 


208 


227 


246 


22 


147 


168 • 


189 


210 


231 


252 


273 


24 


162 


185 


208 


231 


254 


277 


300 


26 


178 


203 


228 


253 


278 


303 


328 


28 


194 


222 


249 


276 


303 


330 


356 


30 


211 


240 


269 


298 


328 


357 


385 


32 


228 


259 


291 


321 


353 


383 


414 


34 


246 


279 


312 


345 


378 


411 


444 


36 


264 


299 


334 


369 


404 


439 


474 


38 


283 


320 


357 


394 


431 


468 


505 


40 


302 


341 


380 


419 


458 


497 


536 


42 


321 


362 


403 


445 


486 


527 


568 


44 


341 


384 


428 


471 


514 


557 


600 


46 


361 


407 


452 


497 


543 


588 


633 


48 


382 


430 


477 


525 


572 


620 


667 


50 


403 


453 


503 


553 


603 


653 


703 


52 


425 


477 


529 


581 


634 


686 


738 


54 


447 


502 


556 


611 


665 


720 


774 


56 


470 


526 


583 


640 


697 


754 


810 


58 


493 


552 


611 


610 


728 


787 


846 


60 


517 


578 


638 


699 


760 


821 


882 



P2 



QUANTITIES IX BRIDGE PIERS. 



QrAXimES, Ccbic TASce is Ove Cctwatkb. 



^ 










Width C. 












4 : 


- 


- 


~ 


i 0" 


9'0' 


10' 0" 


11' 0" 


WO" 


■S 


■■ '.'. 


_ .-.; 




i 5 


5 S 


7.3 


9.0 


10.9 


]30 


6 


i.AO 


2.S0 


3.90 


53 


6.9 


8.7 


10 7 


12.9 


15.5 


7 


2.00 


3.15 


4.45 


60 


7.9 


10.0 


123 


14.9 


17.9 


9 


2.20 


3.50 


5.00 


6.7 


8.9 


U.3 


13.9 


16.8 


20.2 


11 


2.40 


3.80 


5.45 


7.4 


9.8 


12.4 


15.4 


18.7 


22.4 


13 


2.S5 


4.10 


5.90 


8.0 


10.6 


13.5 


16.9 


20.5 


24.5 


15 


2.70 


4.35 


6.30 


8.6 


11.4 


14.6 


18.3 


22.2 


26.6 


17 


2.85 


4.00 


6.70 


9.2 


12.2 


15.7 


19.6 


23.9 


28.7 


19 


2.95 


4.80 


7.10 


9.8 


13.0 


16.7 


20.9 


25.6 


30.7 


21 


3.06 


5.00 


7.40 


10.4 


13.7 


17.7 


22.1 


27.2 


32.7 


S 


3.10 


5.15 


7.70 


10.9 


14.4 


18.6 


23.3 


28.7 


34.5 


25 


3.13 


5.30 


8.00 


11.3 


15.0 


19.5 


UA 


30.1 


36.4 


27 


3.16 


5.40 


8.30 


11.7 


15.6 


20.3 


£.5 


31.5 


38.1 


29 


3.19 


5.50 


8.50 


12.1 


16.2 


21.0 


26.6 


32.8 


39.8 


31 


3.21 


5.00 


8.60 


12.5 


16.7 


21.7 


27.6 


34.1 


41.4 


»9 


t *» 


I -n 


« -A 


!-■> « 


1- ■* 


-99 9 


♦i = 


■i; t 


ti n 


-*- 


' — 








* ' ~ 





* - 







To find qiantities in a z : 

wlen dec:li erf high water = 



:•". widths 8''! 



rht-r = 40'0". 



From Table. — 

In mfctmau n cntwater where F 

In npBbeam cutwater where F 



_ .: r^ --W 



= 2v-3' = 23'0' 



. — :- " .Thorn cntwater = 3S0JX> en. jrd- 

. = '. '. .-'■;= _,>.7 cu- yd- 
. =1 ^ L .: .- = 3?.3 ca. yd- 

5.4 

Intapobtiiig, qnantitjr in desired cur^^^Ter = Ji.T — -^ X 3 = 27.40 co. yd. 

Sbnibily. qiEuititv ::: --^^--- ^---ti cutwater where F = 3' and C = IC 9" = 10.40 eu. yd. 

Total qiBUitity in pier 417.80 co. yd. 



QUANTITIES IN BRIDGE PIERS. 



93 



TABLE 47. — BRIDGE PIERS WITH OR WITHOUT CUTWATERS FOR THROUGH 

PLATE GIRDERS. 



Base of Rail 




B+6' 




K this base does not givB 
BufB.cieiit area fop piling re- 
C[uired, the area may be in- 
creased by steps as shown, by 
dotted lines, minimum distance 
c. to c, pileB=2'6' 
Distance c. of pile to edge of 
masonry = l' 6'abt. 
Maximum load per pile=40,000 
lbs. 



Fig. 19d. 



Quantities, Cubic Yards in One Pier without Cutwaters for 100 Ft. Through P. G. Spans. 

A = 24' 0". 



T. 








Width B 








6' 0" 


7' 0" 


8' 0" 


9' 0" 


10' 0" 


11' 0" 


12' 0" 


12 


74 


85 


96 


107 


118 


129 


139 


14 


86 


99 


112 


125 


137 


150 


163 


16 


99 


114 


129 


144 


159 


173 


188 


18 


113 


130 


147 


163 


180 


197 


213 


20 


127 


146 


164 


183 


201 


220 


238 


22 


141 


162 


182 


203 


223 


244 


264 


24 


156 


179 


201 


223 


245 


268 


290 


26 


171 


196 


220 


244 


268 


292 


317 


28 


187 


214 


240 


266 


292 


318 


344 


30 


203 


231 


259 


287 


315 


343 


372 


32 


220 


250 


280 


310 


340 


370 


400 


34 


237 


269 


301 


333 


365 


397 


429 


36 


254 


288 


322 


356 


390 


424 


458 


38 


272 


308 


344 


380 


416 


452 


488 


40 


290 


328 


366 


404 


442 


480 


518 


42 


309 


349 


389 


429 


469 


509 


549 


44 


328 


370 


412 


454 


496 


538 


580 


46 


348 


392 


436 


480 


524 


568 


612 


48 


368 


414 


460 


506 


552 


598 


644 


50 


388 


436 


484 


533 


581 


629 


677 


52 


409 


460 


510 


560 


611 


661 


711 


54 


430 


483 


536 


588 


641 


693 


745 


56 


452 


507 


562 


617 


671 


725 


780 


58 


475 


532 


588 


645 


702 


758 


815 


60 


498 


556 


615 


674 


732 


791 


850 



94 



QUANTITIES IN BRIDGE PIERS. 



Quantities, Cubic Yards in One Cutwater. 



F. 


Width C. 


4' 0" 


5' 0" 


6' 0" 


7' 0" 


8' 0" 


9' 0" 


10' 0" 


11' 0" 


12' 0" 


3 


1.60 


2,35 


3.30 


4.5 


5.8 


7.3 . 


9.0 


10.9 


13,0 


6 


1.80 


2.80 


3.90 


5.3 


6.9 


8,7 


10 7 


12.9 


15,5 


7 


2.00 


3.15 


4.45 


6.0 


7.9 


10,0 


12,3 


14.9 


17.9 


9 


2.20 


3.50 


5.00 


6.7 


8.9 


11.2 


13,9 


16.8 


20.2 


11 


2.40 


3.80 


5.45 


7.4 


9.8 


12.4 


15,4 


18.7 


22.4 


13 


2.55 


4.10 


5.90 


8.0 


10.6 


13.5 


16,9 


20.5 


24.5 


15 


2.70 


4.35 


6.30 


8.6 


11.4 


14.6 


18,3 


22.2 


26.6 


17 


2.85 


4.60 


6.70 


9.2 


12.2 


15.7 


19,6 


23.9 


28.7 


19 


2.95 


4.80 


7.10 


9.8 


13.0 


16.7 


20.9 


25.6 


30.7 


21 


3.05 


5.00 


7.40 


10.4 


13.7 


17.7 


22.1 


27.2 


32.7 


23 


3.10 


5.15 


7.70 


10.9 


14.4 


18.6 


23.3 


28.7 


34.6 


25 


3.13 


5.30 


8.00 


11.3 


15.0 


19.5 


24.1 


30.1 


36.4 


27 


3.16 


5.40 


8.30 


11.7 


15.6 


20.3 


25.5 


31.5 


38.1 


29 


3.19 


5.50 


8.50 


12.1 


16,2 


21.0 


26.6 


32,8 


39.8 


31 


3.21 


5.60 


8.60 


12.5 


16,7 


21.7 


27.6 


34,1 


41.4 


33 


3.22 


5.70 


8.70 


12.8 


17,2 


22.3 


28.5 


35,3 


43.0 



Method of Finding Total Quantity Cubic Yards in Pier. 

To find quantities in a pier where length A = 24 0", width B 8' 0" and total height T = 40' 0" 
when depth of high water = 20' 0". • 

C = 8' + ^^r=^ = 10' 9", and F = 20' + 3' = 23' 0". 

From Table. — Quantity in pier without cutwater = 366.00 cu. yd. 

In upstream cutwater where F = 23', C = 11', quantity = 28.7 cu. yd. 
In upstream cutwater where i^ = 23', C = 10', quantity = 23.3 cu. yd. 

5.4 cu. yd. 

5.4 
Interpolating, quantity in desired cutwater = 28.7 — ij^ X 3 = 27.40 cu. yd. 

Similarly, quantity for downstream cutwater where F = 3' and C = 10' 9" = 10.40 cu. yd. 

Total quantity in pier 403.80 cu. yd. 



RAILWAY RETAINING WALLS. 



95 



Retaining Walls. — A narrow right of way and high property 
values or encroachments on public highways will usually necessi- 
tate the building of retaining walls. 

A gravity or semi-gravity wall is economical up to 16 or 18 
feet; above 18 feet it is considered that a reinforced wall is the 
cheaper one; the type of wall to adopt however will chiefly be 
governed by conditions; for example on the grade separation 
work at McKees Rock, Pa. (Penna Lines West), the retaining 
walls were 20 feet high and mass walls were built, as the condi- 
tions made it more economical than a reinforced wall. A rein- 
forced wall with a long foundation toe would have necessitated 
the abandoning or shifting of the operating track with consider- 
able interference to traffic and would have meant the building 
of one wall at a time. For a straight gravity wall the base is 
generally about i% the height, for railway construction work, and 
a typical wall of this kind is given on page 35 with quantities in 
cubic yards for each foot in height and also per foot run for 
various heights of wall. 

For example it is desired to ascertain the number of cubic yards 
per lineal foot in a gravity wall 25 feet high. 

In the column of heights at 25 feet the cubic yards per lineal 
foot is given as 7.172 and the width of base for this height 11' 6J". 

A reinforced concrete retaining wall for vehicle traffic with 
quantities for varying heights is given on page 36. 

Cost of Retaining Walls. — The unit prices for this class of 
work has a very wide variation depending upon location, quan- 
tity, facilities at hand, etc.; the following unit prices however are 
fair average figures for work of this character and will be used in 
estimating the various types of walls mentioned and is for the 
work built in place. 



Excavation, per cu. yd $1 .00 

Back fill, per cu, yd 0.50 

Concrete, plain, per cu. yd.. 8.00 
Concrete, reinforced, per cu. 

yd 10.00 

Fill, reinforced, per cu. yd. . 0.40 



Steel, reinforced, per lb $0.03 

Piles, concrete, per ft 1 .30 

Piles, wood, per ft 0.40 

Waterproofing walls, sq. yd. 0.25 
Waterproofing floor slabs, 
sq. yd 1.80 



96 RETAINING WALLS. 

Retaining Walls, Chicago Track Elevation. — In the Chicago 
Track Elevation (Rock Island Lines) the retaining walls are 
built in alternate blocks of 35 feet, with traveling forms. It 
takes about six hours to fill the form, which is then left in place 
about fifteen hours. In about twenty hours the traveling form 
is released and moved seventy feet forward and is then ready for 
the next section. 

It is stated that the use of the traveling forms has enabled the 
work to be done in about 25 per cent of the time required with 
ordinary forms (from the building to the removal of the form) 
and at about 50 per cent of the cost (including erecting, pouring 
and dismantling) their general construction and approximate 
estimate of cost, using the unit prices already referred to, follows : 

Foundations. — Concrete piles cast in place in clay soil, aver- 
age length 22 ft. Load 20 to 25 tons per pile. 

Walls and Footings. — Mixture, 1:3:5, built in 35 ft. Ig. 
sections, varying from 20 to 36 ft. in height. Fig. 19c shows 
vertical face practically on right of way line, with footings pro- 
jecting under sidewalk. Fig. 19g shows footing on right of way 
line but full width of roadway is retained by projecting wall at 
top on supporting brackets. 

Comparative figures and quantities for both types of wall on the 
same unit basis are given on page 97. 

Conduits. — Six duct conduits near top oi wall for electric 
wires, cables and telegraph lines with manhole chambers 400 ft. 
apart, size 6 ft. X 3 ft. X 4 ft. deep with reinforced concrete slab 
over manhole and 28 in. iron cover. 

Drainage. — Wells are provided in the ends of retaining walls 
adjacent to subway abutments 3 ft. X 3 ft. extending to bottom 
of wall. No weep holes are provided, but along the back of 
walls are laid inclined drains of porous tile, on a grade of 0.5 per 
cent extending from subgrade level to 6'' pipes which discharge 
into the drainage well. Each well has an 8" connection to sewer. 

Water-proofing. — Tar pitch composition applied to back of 
wall, a strip of burlap and felt being placed over each expansion 
joint, well mopped with the composition. 

Fill. — Sand and gravel, dumped from cars. Before final 
surfacing to subgrade, fill will be thoroughly soaked with water, 
to reduce settlement to a minimum. 



COST OF RETAINING WALLS. 



97 



TYPICAL RETAINING WALLS 
CHICAGO TRACK ELEVATION 




6 Drain 



SECTION (A) 

Fig. 19e. 



Fig. 19g. 



TABLE 48.— APPROXIMATE ESTIMATE OF COST PER LINEAL FOOT OF WALL. 



Items. 



Excavation 

Backfill 

Piles (concrete) .... 

Drainage 

Concrete (plain) . . . 
Steel reinforcement 
Conduit for wires . . 

Waterproofing 

Supervision 

Total cost per linea 



Section A. 
Gravity wail (35 ft. 3 in. high). 



6 cu. yds. 
3 cu. yds. 
35 lin. ft. 



12.7 cu. yds. 
25 lbs. 



4 sq. yds. 
foot of wall 



$1.00 
0.50 
1.30 



8.00 
0.03 



0.25 



$6.00 
1.50 

45.50 
1.00 
101.60 
0.75 
2.00 
1.00 

15.65 



$175.00 



Section B. 
Gravity wall (32 feet high). 



6 CU. yds. 
3 cu. yds. 
30 lin. ft. 



10.5 cu. yds. 
45 lbs. 



4 sq. yds. 



$1.00 
0.50 
1.30 



8.00 
0.03 



0.25 



$6.00 
1.50 

39.00 
1.00 

84.00 
1.35 
2.00 
1.00 

14.15 



$150.00 



98 



COST OF RETAINING WALLS. 



SEMI GRAVITY WALL 

li's'li'sl 



REINFORCED WALL 





3-lX But 



Fig. 19h. 



Fig. 19j. 



Figures 19h and 19j illustrate a semi-gra^dty and a straight 
reinforced retaining wall used in grade separation work. The semi- 
gravity wall was built 22 ft. 6 in. high with pile foundation, the 
reinforced v/all 25 ft. high on ground that did not require piling. 
The figures given are from the bottom of footing to top of wall in 
each case. 



TABLE 49. — APPROXIMATE ESTIMATE OF COST PER LINEAL FOOT OF WALL. 



Items. 



Section C. 
Semi-gravity wall (22 in. 6 ft. high). 



Section D. 
Reinforced wall (25 ft. high). 



Excavation 

Backfill 

Piles (wood) 

Drainage 

Concrete, plain 

Steel reinforcement. 

Waterproofing 

Supervision 



3 cu. yds. 

H cu. yds. 
30 lin. ft. 
Per lin. ft. 

3.8 cu. yds. 
250 lbs. 

3 sq. yds. 
10% (about) 

Total cost per lineal foot of wall.. 



$1.00 
0.50 
0.40 



8.00 
0.03 
0.25 



5 3 


12 

1 
30. 

7. 

0. 

5. 



$61 



00 
75 
00 
00 
40 
50 
75 
60 
00 



3 cu. yds. 

1^ cu. yds. 
30 lin. ft. 
Per lin. ft. 
2.8 cu. yds. 
300 lbs. 

3 sq. yds. 
10% (about) 



$1.00 
0.50 
0.40 



10.00 
0.03 
0.25 



J 3.00 
0.75 

12.00 
1.00 

28.00 
9.00 
0.75 
5.50 



$60.00 



CRIB WORK. 



99 



Crib Work. — For cheap first cost or temporary construction 
across or alongside water fronts or embankments, or for abut- 
ments, piers, dams, retaining walls, wharves, etc., wooden cribs 
are used extensively. Figs. 20, 21, and 22. 



CRIB ABUTMENTS AND PIERS 




k -12:tal6 ft. ctntres >j 

12 to IS-ft. centiefl >\ I 



M 



Must not bel 
less than 61 



Fig. 20. 

The bottoms of the cribs are constructed to suit the irregu- 
larities or unevenness of the ground, any deposit or obstruction 
in the bottom being removed so that a section when sunk in 
place will take an even bearing throughout; when filled with 
ballast the top of the crib should be reasonably straight and in 
good alignment. Sometimes the portion under low water level 
is built of several cribs, piles being driven on the outer line of 
the work against which the cribs may be floated and sunk, the 
guide piles being cut off below low water after the work is com- 
pleted. 

Construction. — The timbers are usually cedar under water 
and tamarac above with bark removed; the outer timbers are 
hewn or sawn perfectly true and parallel on two opposite sides 
to a face of at least 9 inches, and from 10 to 12 inches thick, the 
joints made as close as possible without dressing and so laid as 
to break joint; all cross ties are dovetailed; notches are cut in 
the face timbers to receive the dovetails, one-half into the course 
above and one-half into the course below; timbers at the angles 
are halved and carefully dovetailed. All timbers held by drift 



100 



LOG CRIBS. 



bolts I inch in diameter, equal to a depth of not less than 3| 
courses; sometimes tree nails of oak or rock-elm are used in 
place of drifts. 

Log Cribs. — The cross and longitudinal ties may be round 
logs long enough to pass completely through the crib from side 




Fig. 2L 



to side; when they intersect they are boxed down on each other 
and bolted. 

A close floor of cedar spars, not less than 8 inches in diameter, 
is laid on the first tier of cross ties to hold the ballast, or stone 
filling; sometimes the floor is laid solid crosswise of the crib and 
resting on bottom longitudinal face courses. 

APPROXIMATE COST OF CRIBBING IN PLACE. 

Squared timbers, per thousand feet board measure $30 . 00 to $50 . 00 

Round cedar timbers, per foot 12 to .20 

Iron in crib, per pound 04 to .06 

Filling (stone or ballast), per cubic yard 25 to 1 .50 

Leveling off and clearing (dry) , per cubic yard 20 to .30 

Leveling off and clearing (wet) 50 to 1 . 00 



CRIB ABUTMENTS. 



101 



Crib Abutments. (Fig. 22.) — For permanent structures on 
high fill embankments timber crib abutments are sometimes 
placed, when the cost of masonry to solid ground would be 
excessive and out of proportion to the balance of the structure. 
After a number of years, when the bank is solidified, the crib 
may be removed and a masonry abutment placed in the usual 
way. 



Base of Kail 




These piles only at 
3 ft.Ct's. 



Fig. 22. 



APPROXIMATE COST OF ONE CRIB ABUTMENT. 

5000 feet board measure timber at $30 $150. 00 

16 piles 30 feet long each = 480 feet at 20 cts 96.00 

500 pounds iron in above at 5 cts 25 .00 

Back filling, etc .^ 29.00 

Total .* $300.00 



The wooden abutments illustrated above are built of 12 in. by 
12 in. timbers dovetailed at the ends, with cross ties about 3 ft. 
centers on the lower portion of the crib only. The floor or bridge 
seat is made solid with 12 in. by 14 in. timbers. All timbers are 
drift bolted with | in. round spikes. The piles are 10 to 12 in. 
diameter at about 3 ft. centers. The crib after completion is 
filled with stone or good coarse gravel baUast. 



102 RAILWAY BRIDGES. 

RAILWAY BRIDGES. 

Deck Plate Girders. (Fig. 23.) — Deck plate bridges are 
made of steel plates and angles, fabricated and riveted up into 
girders, etc., in the shops. 

The girders are placed at 9 feet centers more or less, and are 
held laterally by steel brace frames at varj'ing intervals placed 
crosswise, and by longitudinal bracing top and bottom. 

Usually the span is completely shop-riveted and shipped ready 
to drop into place, so that it is only necessary to insert the stone 
bolts and erect the floor, which is very easily done. 

The ends of girders resting on the masonry are supported on 
steel bearing and bed plates bolted to the bridge seats; the bolt 
holes are slotted to allow for expansion and contraction for 
bridges up to 50 feet span, and for bridges over this hmit, bearing 
and pin-centered bed plates with steel rollers are generally used. 

Generally speaking, though not the cheapest type of bridge to 
use, it is the most convenient when ample clearance can be had. 

Approximate weight and cost of Deck Plate Girder Spans from 
20 to 100 feet are given in Table 50. 

Half Deck Plate Girders. (Fig. 24.) — Half deck plate bridges 
are fabricated in the same manner, but the girders, frame and 
bracings are shipped loose and field riveted to the girders when 
placed. The girders are widened out to allo,w train clearance 
between, as the floor is placed below the top flanges of the bridge; 
the brace frames being somewhat shallow are reinforced by gusset 
plates, which extend from the top to the bottom flanges in trian- 
gular form. 

The floor system, on account of the longer distance between 
girders, is very much heavier than the deck floor; in manj^ cases 
it is built of steel and reinforced concrete, with ties embedded lq 
ballast. 

This t}'pe of bridge is convenient, and used to a large extent 
where the bridge clearance is limited. The wood floor between 
girders is the cheapest, but steel floor beams and stringers is 
better construction. 

Approximate weight and cost of Half Deck Plate Girder Spans 
from 20 to 80 feet are given in Table 51 (wood floor between 
girders) . 



WEIGHT OF STEEL SPANS. 



103 



Base of BaU 




Wood Ties 



-g'c. to c. H 



TABLE 50. 



Fig. 23. Deck Plate Girdfers, 9' 0" centers. 

APPROXIMATE WEIGHT AND COST OF STEEL DECK PLATE 
BRIDGES (SINGLE TRACK). 



Length 
over all. 

A. 


Base of 
rail to 
bridge 

seat. 
B. 


Depth 
back to 
back of 
angles. 
C. 


Total 
weight. 


Weight 
of steel 
per ft. of 
bridge. 


Cost of 

steel at 

5 cts. 

per lb. 


Bridge 

ties at 

12-in. 

centers. 


Aver- 
age 

length 
of floor 
system. 


Cost of 
floor at 

$5 per 
ft. 


Total 
cost of 

steel 

and 

floor 
system. 


Ft. 


Ft. In. 


Ft. In. 


Lbs. 


Lbs. 




In. 


Ft. 






20 


3 9 


2 6 


12,000 


600 


$600 


8X14 


30 


$150 


$750 


30 


4 6 


3 


19,500 


650 


975 


8X 14 


40 


200 


1175 


40 


5 6 


4 


28,000 


700 


1400 


8X14 


50 


250 


1650 


50 


6 6 


5 


40,000 


800 


2000 


8X14 


60 


300 


2300 


60 


8 


6 


57,000 


950 


2850 


8X 14 


70 


350 


3200 


70 


9 


7 


73,500 


1050 


3675 


8X 14 


80 


400 


4075 


80 


10 


8 


92,000 


1150 


4600 


8X 14 


90 


450 


5050 


90 


11 6 


9 


121,500 


1350 


6075 


8X 14 


100 


500 


6575 


100 


13 


10 


150,000 


1500 


7500 


8X 14 


110 


550 


8050 



Base of Rail 



t: 



-Lg. over all .A'-*- 



-Br. Seat. 



-Span- 



Fig. 24. Half Deck Plate Girders, 13 ft. centers. 



"^Wood Ties 
13^ 



TABLE 51. — APPROXIMATE WEIGHT AND COST OF STEEL HALF DECK 
PLATE BRIDGES (SINGLE TRACK). 



Length 
over all. 

A. 


Base of 

rail to 

bridge 

seat. 

B. 


Depth 
back to 
back of 
angles. 
C. 


Total 
weight. 


Weight 
of steel 
per ft. of 
bridge. 


Cost of 

steel at 

5 cts. 

per lb. 


Bridge 

ties at 

12-in. 

centers. 


Aver- 
age 

length 
of floor 
system. 


Cost of 
floor 

system 
at $5 
per ft. 


Total 

cost of 

steel 

and 

floor 

system. 


Ft. 


Ft. In. 


Ft. 


Lbs. 


Lbs. 




In. 


Ft. 






20 


1 7 




13,000 


650 


$650 


8X 16 


30 


$150 


$800 


30 


1 7 




21,000 


700 


1050 


8X 16 


40 


200 


1250 


40 


1 7 


4 


30,000 


750 


1500 


8X 16 


50 


250 


1750 


50 


2 6 


5 


42,500 


850 


2125 


8X 16 


60 


300 


2425 


60 


4 


6 


60,000 


1000 


3000 


8X 16 


70 


350 


3350 


70 


4 9 


7 


80,500 


1150 


4025 


8X 16 


80 


400 


4425 


80 


5 9 


8 


100,000 


1250 


5000 


8X 16 


90 


450 


5450 



For quantities in abutments and piers, see pages 84, 86, and 87. 



104 RAILWAY BRIDGES. 

Deck and Through Trusses. (Figs. 25 and 26.) — Deck and 
through lattice truss bridges are fabricated from plates, angles, 
etc., and shop riveted in sections for different members; the 
trusses are usually shop riveted and shipped in one or two lengths, 
the frames, bracing, etc., being field riveted to them during 
erection at the site. 

The deck bridges have cross brace frames at every panel and 
longitudinal bracing top and bottom; the floor is placed on top 
of the main girders or independent floor beams, and stringers 
are inserted on which the floor rests. 

The through bridges have floor beams every panel crosswise, 
with stringers running lengthwise, riveted to the floor beams. 
The trusses are cross braced top and bottom in panels, with 
heavy portal bracing at the inclined arms of each end. The 
floor is secured to the steel stringers and carries the rails and 
guards. 

Deck truss bridges are used when there is ample clearance, and 
for high crossings, where it would not be economical to place 
smaller spans. 

Through bridges are used when the clearance is limited, and at 
wide crossings, where it would not be economical to place shorter 
spans. 

Approximate cost and weight of Deck and Through Truss 
Bridges are given in Tables 52 and 53. 

Drawbridges. (Fig. 27.) — Drawbridges are fabricated and 
built in a similar manner to the through and deck truss bridges 
already described. In all cases it is necessary to provide operat- 
ing mechanism to open and close, lift or lower the same. 

They are used for crossing navigable water or canals. 

Approximate cost and weight of a few drawbridges are given 
in Table 54. 

Live Load. — The steel bridges and trestles, for which weights 
and quantities are given, are assumed to carry, in addition to the 
dead load, two consolidated engines coupled as shown in diagram 
below, followed by a train load of 4000 pounds per lineal foot. 
Floor consists of wood ties, spaced and proportioned to carry the 
maximum wheel load, distributed over 3 ties, the outer fiber 
stress on the timber not to exceed 1000 pounds per square inch 
(without impact). 



WEIGHT OF STEEL SPANS. 



105 



Dead Load. — For calculating stresses the timber weight is 
assumed at 4 J pounds per foot B. M., and the weight of rails, 
spikes, and joints at 100 pounds per lineal foot of track. 




Fig. 25. Deck Lattice Riveted Trusses. 

TABLE 52. — APPROXIMATE WEIGHT AND COST OF STEEL DECK LATTICE 
RIVETED TRUSS BRIDGES (SINGLE TRACK). 



Width 
center 

to 
center 

of 
girders. 


Length 
over all. 

A. 


Base of 
rail to 
bridge 

seat. 

B. 


Depth 
center 

to 
center 

of 
chords. 

C. 


Total 
weight. 


Weight 
of steel 
per ft. 

of 
bridge. 


Cost of 

steel at 

5 cts. 

per lb. 


Bridge 

ties at 

12-in. 

centers. 


Aver- 
age 

length 

of 
floor 
sys- 
tem. 


Cost 

of 
floor 

sys- 
tem 
at $5 
per ft. 


Total 
cost of 

steel 

and 

floor 
system. 


Ft. 
9 

9 
16 

18 
20 


Ft. 
100 
125 
150 
175 
200 


Ft. In. 

13 
16 

27 3 

28 6 
30 6 


Ft. In. 
10 6 

13 
25 6 

28 
30 


Lbs. 

150,000 
225,000 
315,000 
420,000 
540,000 


Lbs. 

1500 
1800 
2100 
2400 
27C0 


$7,500 
11,250 
15,750 
21,000 
27,000 


In. 

8X14 
8X14 
8X10 
8X10 
8X10 


Ft. 

110 

135 
160 
185 
210 


$550 
675 
800 
925 

1050 


$8,050 
11,925 
16,550 
21,925 
28,050 




F ^ 



^ 



-20=— M 



Fig. 26. Through Lattice Riveted Trusses. 



TABLE 53. — APPROXIMATE WEIGHT AND COST OF STEEL THROUGH 
RIVETED TRUSS BRIDGES (SINGLE TRACK). 



Length 
over all. 

A. 


Base of 

rail to 

bridge 

seat. 

B. 


Depth 
center to 
center of 

chords. 


Total 
weight. 


Weight 
of steel 
per ft. 

of 
bridge. 


Cost of 

steel at 

5 cts. 

per lb. 


Bridge 

ties at 

12-in. 

centers. 


Aver- 
age 

length 
of floor 
system. 


Cost of 
floor 

system 
atS5 

per ft. 


Total 

cost of 

steel and 

floor 
system. 


Ft. 
100 
125 
150 
175 
200 


Ft. In. 

6 

6 6 

7 

7 6 

8 


Ft. In. 
22 6 

25 

27 6 
30 
32 6 


Lbs. 

180,000 
262,500 
360,000 
472,700 
600,000 


Lbs. 

1800 
2100 
2400 
2700 
3000 


$9,000 
13,125 
18,000 
23,635 
30,000 


In. 

8X10 
8X10 
8X10 
8X10 
8X 10 


Ft. 

110 
135 
160 
185 
210 


$550 
675 
800 
925 

1050 


$9,550 
13,800 
18,800 
24,560 
31,050 



For quantities in abutments and piers, see pages 84, 86, and 87. 



106 



WEIGHT OF STEEL DRAWBRIDGES. 




Fig. 27. Half Deck and Through Drawbridges. 

TABLE 54. — APPROXIMATE WEIGHT AND COST OF STEEL DRAWBRIDGES 

(SINGLE TRACK). 



"3 
> 


bC 


O 03 

a> o 




1| 

-iSt3 




t^2 




1-^ 

en ^ 
o a. 


li 

-4 


o 

JS 
bO 

d 
A. 


CI 


Si 


o 


'ST! 
^1 




a, « 

bO . 


— >> 

aj to 

bC t^ 

2 8 


J'* 


O fl 






Ft. In. 


Lbs. 


Lbs. 




In. 


Ft. 






70 


H. deck pi. 


12 7 


75,000 


1070 


$3,750 


8X 15 


70 


$420 


$4,170 


130 


Deck pi. 


9 


216,000 


1670 


10,800 


8X 16 


130 


780 


11,580 


250 


Thro' latt. 


18 6 


750,000 


3000 


37,500 


8X 10 


250 


1500 


39,000 



C. p. R. BRIDGE UNIT STRESSES. 
Unit Strains. — 
Axial tension on the net section 16,000 

Axial compression in the gross section 16,000 — 70- 

Where 'M " is the length of the member in 
inches and '' r " is the least radius of 
gyration in inches. 

Bending, on the extreme fibers on rolled 
shapes and built-up sections and girders, 
net section 16,000 

On the extreme fibers of pins 24,000 

Shearing. 

Shop driven rivets 11,000 

Field driven rivets and turned bolts 8,000 

Plate girder webs, gross section 10,000 

Pins 12,000 

Bearing. 

Shop driven rivets 22,000 

Field driven rivets and turned bolts 16,000 

Expansion rollers per lineal inch 600 X d 

Where '' d " is the diameter of the roller in 
inches. 

Masonry 400 



MIDDLE ORDINATES OF CURVES. 



107„ 



TABLE 55. — MIDDLE ORDINATES OP CURVES ON BRIDGE SPANS. 




Values of R. 


1° 


1°30' 


2° 


2° 30' 


3° 


3° 30' 


4° 


4° 30' 


5 


° 


5° 30' 


6° 


6° 30' 


5730 


3820 


2865 


2292 


1910 


1637.1 


1432.5 


1273.6 


1146.3 


1042 


955.3 


881.8 


Values of V. 


Span. 


"L " 


1° 


1°30' 


.2° 


2° 30' 


3° 


3° 30' 


4° 


4° 30' 


5° 


5° 30' 


6° 


6° 30' 


/ 
20 


' " 
23 8 


^ 


/^ 




3 

8 




17 
52 


t 


H 


/ II 

3 
1 




7 
8 


15 
TR 


30 


33 8 


* 

T5 


15 
52 


5 
8 


M 


4^- 


Irf^TT 


u 


1* 


Ifk 


Ui- 


n 


2nV 


40 


43 6 


1 


3 


1 


u 


H 


li 


2 


2i 


^ 


21 


3 


3i 


50 


54 6 


3 
4 


H^ 


1* 


IM 


2t\ 


'm 


3* 


3i 


3^ 


4^'^ 


4f^ 


5,V 


60 


66 


H 


Hk 


'H^ 


2i 


3^5 


4 


4tfe 


5i 


5i-| 


6i^s 


6i 


7i 


70 


75 6 


H 


2i 


3 


3^ 


4t 


5t^r 


6 


6H 


7/^ 


8t^« 


9 


9f 


80 


86 


11^ 


m 


3* 


m 


511 


61 


71 


8* 


y^e^ 


lOU 


11* 


1 Of 


90 


97 8 


2i 


3f 


5 


6^ 


n 


8f 


10 


IH 


1 0^ 


1 U 


1 3 


1 4i 


100 


103 5 


m 


41 


51 


7 


8* 


91 


llA 


1 01 


1 2 


1 3/« 


1 4^3 


1 6i 


150 


158 3 


6- 


9il 


1 u 


1 4§ 


1 7i 


1 11 


2 2i 


2 51 


2 8H 


3 Oi 


3 3^ 


3 6f 



Bridge and Trestle Guards. — It is usual to place outer and inner 
guards over the floors of all deck and trestle bridges. A very 
common method is to place wooden guards of 6 in. by 6 in. timbers 
on the outside with old rails on the inside of the running rails as 
shown in Fig. 27a, two rails being used for deck and three rails 
for through bridges for the inner guard. The outer guard is 
dapted two inches between floor beams to prevent bunching of 



108 



BRIDGE AND TRESTLE GUARDS. 




-11-8- 



-i'sy^- 



II I I 



8x lO'Tie 13'o'lg. 



8 X 16 Tie 13 \g. 



THRO BRIDGES 



HALF DECK BRIDGES 



Fig. 27a. Bridge and Trestle Guards. 



%xl2 Lag Screw 
A >/ ,—, every 3rd Tie 



Guard Rail ^"^ ^'tag Screw 

on every Tie 



^^T 



x8xl0 



,^ V on ev 



5i("x 30"Bolt 
through Cap'' 



<■' 






-3-8- 



Cap 12x14x14' 







i 



tq.^ 



T 



Fig. 27b. 



ties in case of a 'derailment. Another method is shown in Fig. 27b, 
which provides an outer guard only consisting of old rails laid on 
edge. 



HIGHWAY BRIDGES. 109 

HIGHWAY BRIDGES. 

Street Bridges over the Railroad. — The type of street bridge 
to adopt, will, under ordinary conditions, depend on the distance 
available between tracks for the introduction of intermediate 
supports, the width of the street and, to some extent, on the over- 
head allowable clearance, which may have a bearing on the depth. 

Three general types may be considered: 

1. A structure with one span. 

2. A structure with three or more spans with intermediate 
supports but no support between tracks. 

3. A structure with two or more spans with intermediate 
supports and supports between tracks. 

The usual overhead clearance is between 18' and 22' 6''. 
When there are no supports between tracks, the track centers 
are usually 13' centers; when supports are introduced between 
tracks, 17' to 18' between tracks are necessary for proper clearance. 

The floor should be of minimum thickness, and supports between 
tracks should, where possible, be avoided; the design should pro- 
vide for additional future tracks with the least possible alteration. 

The deck type of structure, either concrete or steel, is usually 
adopted for streets with narrow roadways and short spans, not 
exceeding three tracks. Streets with wide roadways and long 
spans, the through type with girders projecting above the road- 
way, will be necessary and reinforced concrete cannot be used to 
advantage but a combination of steel and concrete can be used. 

For narrow roadways, but two lines of girders need project 
above or below the roadway, one on either side at the curbs but 
for wide roadways center girders may also be required. 

Cost of Street Bridges over the Railroad. — Comparative 
costs of street bridges over the railroad for track depression for 
60 and 66 ft. streets with and without street car tracks are from 
estimates by C. N. Bainbridge. Railway tracks are 13 ft. cen- 
ters where there are no intermediate supports and 18 ft. when 
supports come between tracks; the clearance above rail is 20 ft. 

The bridges are figured for a 24 ton concentrated load on two 
axles 10 ft, centers and 5 ft. gauge and two 40 ton street cars, 
with 150 lb. per sq. ft. on the portion of the sidewalks and road- 
way not occupied by the concentrated load and street cars. 

Paving and sidewalks off the bridge have been figured on the 
basis of 100 ft. of right of way. 



110 



COST OF HIGHWAY BRIDGES. 



The one-span highway bridges illustrated below are for struc- 
tures spanning two or three railway tracks and can be built either 
in steel or concrete, type E2 representing the steel and type E3 
the concrete structures. For either case the roadways may be 36 ft. 
with 12 ft. sidewalks or 44 ft. with 11 ft. sidewalks. With the 
steel structures the depth of bridge is from 3 ft. to 4 ft. 6 in., and 
for concrete from 3 ft. 6 in. to 5 ft. . 

The estimated costs for both types either in steel or concrete are 
given in Table 56, page 111, 



TABLE 56. — HIGHWAY BRIDGES. 

Over 2 railway tracks — Tj-pe E 2 — steel or concrete. 
Over 3 railway tracks — Type E 3 — steel or concrete. 



CI 

o 

a 

CM 

o 



p- Street Grade 



-100 0- 



> 



-35 6- 



8 0^ 
I ;= 



—290- 

-is'o— 



TYPE E2 



^-35 6- 



^8 0- 



^ 




TYPE E3 



-12 > t < 




-18 
3'o'forE2:,r4'CforE3 



V/M.yVy>^>/M^ 



HALF SECTION 
Steel Structure 
Se'O.'Roadway 
eo'o'Street 
for Types E2 & £13 




marx ffyf 



HALF SECTION 
Steel Structure 
44'0[Roadw&y 
66 'o Street 
for Types E2 & E3 



HALF SECTION 

Concrete Structure 

3e'o'Roadway 

eo'o'Street 

for Types E2 & E3 



HALF SECTION 

Concrete Structure 

44'0,'Roadway 

66'0 Street 

for l^jrpes E2 & E3 



COST OF HIGHWAY BRIDGES. 



Ill 



TABLE 56 (Continued). — RIGB.W AY BRIDGES. 
Estimates — Steel Bkidges. 



Material. 


Unit 
cost, 


Type E 2, 

60' 0" street, 

36' 0" roadway. 


Type E 2, 

66' 0" street, 

44' 0" roadway. 


Type E 3, 

60' 0" street, 

36' 0" roadway. 


Type E 3, 

66' 0" street, 

44' 0" roadway. 




Quan- 
tity. 


Cost, 

$ 


Quan- 
tity. 


Cost, 

$ 


Quan- 
tity. 


Cost, 

$ 


Quan- 
tity. 


Cost, 

$ 


Structural steel 

Cone, sidewalk on br. . 

Cone, slab on br 

Reinf. cone, abut 

Exc. for abut 


0.03i 
0.40 
20.00 
10.00 
1.00 
0.60 
1.50 
2.25 

3.25 

0.15 

20% 


60,000 lb. 
864 s.f. 

36 c.y. 
520 c.y. 
600 c.y. 
720 c.y. 

80 l.f. 
144 s.y. 

254 s.y. 

1,536 s.f. 


1,950 
345 
720 

5,200 
600 
430 
120 
320 

825 

230 
2,160 


90,000 lb. 
792 s.f. 

44 c.y. 
560 c.y. 
660 c.y. 
800 c.y. 

80 l.f. 
174 s.y. 

312 s.y. 

1,408 s.f. 


2,920 
320 
880 

5,600 
660 
480 
120 
390 

1,030 

210 
2,490 


95,000 lb. 
1,180 s.f. 
49 c.y. 

520 c.y. 

600 c.y. 

720 c.y. 

105 l.f. 

196 s.y. 

204 s.y. 
1,220 s.f. 


3,090 
470 
980 

5,200 
600 
430 
160 
440 

665 

185 
2,480 


130.000 lb. 
1,078 s.f. 
60 c.y. 
560 c.y. 
660 c.y. 
800 c.y. 
105 l.f. 
240 s.y. 

250 s.y. 

1,122 s.f. 


4,220 

430 

1,200 

5,600 

660 


Backfill 


480 


Handrail 


160 


Paving on br 


540 


Paving on R. of W. but 
ofJ bridge 


810 


Sidewalk on R. of W. 

but off bridge 

Eng. and cont 


170 
2,830 






Totals 


12,900 


15,100 


14,700 


17,100 









Estimates — Concrete Bridges. 



Material. 



Cone, floor 


22.00 

10.00 

1.00 

0.60 

2.25 

3.25 

0.15 
2.25 

20% 


Reinf. cone, abut 

Exc. for abut 


Backfill 


Paving on br 


Paving on R. of W. but 

off bridge 


Sidewalk on R. of W. 

but off bridge 

Handrail 


Eng. and cont 


Totals 



Unit 
cost, 



Type E 2, 

60' 0" street, 

36' 0" roadway. 



Quan- 
tity. 



100 c.y. 
475 c.y. 
600 c.y. 
720 c.y. 
144 s.y. 

254 s.y. 

1,536 s.f. 
80 l.f. 



Cost, 



2,200 

4,750 

600 

430 

325 

825 

230 

180 

1,860 

11,400 



Type E 2, 

66' 0" street, 

44' 0" roadway. 



Quan- 
tity. 



130 c.y. 
515 c.y. 
660 c.y. 
800 c.y. 

174 s.y. 

312 s.y. 

1,408 s.f. 
80 l.f. 



Cost, 



2,860 

5,150 

660 

480 

350 

1,030 

210 

180 

2,240 

13,200 



Type E 3, 

60' 0" street, 

36' 0" roadway. 



Quan- 


tity. 


165 c.y. 


475 c.y. 


600 c.y. 


720 c.y. 


180 s.y. 


220 s.y. 


1,320 s.f. 


105 l.f. 





Cost, 



3,630 

4,750 

600 

430 

405 

715 

200 

230 

2,240 

13,200 



Type E 3, 

66' 0" street, 

44' 0" roadway. 



Quan- 
tity. 



190 c.y. 
515 c.y. 
660 c.y. 
800 c.y. 
220 s.y. 

270 s.y. 

1,210 s.f. 
105 l.f. 



Cost, 



4,180 

5,150 

660 

480 

500 

880 

180 

230 

2,440 

14,700 



112 



COST OF HIGHWAY BRIDGES. 



One-span highway bridges over four tracks and six tracks are 
illustrated below, using either two or three girders over the road- 
way. When two girders are used the depth of floor steel will 
be 4 ft. for a 60 ft. street and 4 ft. 6 in. for a 66 ft. street. Where 
three girders are used the depth will be 3 ft. for the 60 ft. 
street and 3 ft. 3 in. for the 66 ft. street. The estimated costs for 
both types are given in Table 57, page 113. 



ONE-SPAN HIGHWAY BRIDGES. 
Over 4 railway tracks — Type E 4 — Two or three girder spans. 
Over 6 railway tracks — Type E 6 — Two or three girder spans. 




Low Steel -^ 
SECTION OF TWO GIRDER BRIDGE 
36'o"rOADWAY & 60'0"STREET, 
TYPE E4 & E6 



Low Steel - 
SECTION OF TWO GIRDER BRIDGE, 
44'o"ROADWAY i ee'o'STREET, 
TYPE E4 Sl. E6 




Low Steel 



SECTION OF THREE GIRDER BRIDGE, 

36'o"ROADWAY i 60'0"STREET, 

TYPE E4 & E6 



Low Steel 
SECTION OF THREE GIRDER BRIDGE, 
44'o"BQADWAY & 66'o"STREET, 
TYPE E4 & E6 



COST OF HIGHWAY BRIDGES. 



113 



TABLE 57. — TYPES E4 AND E 6. STEEL STRUCTURES SPANNING FOUR AND 
SIX TRACKS WITH SINGLE SPAN. 



Estimates E 4 Type. 



Material. 


Unit 
cost, 


Type E 4, 

2 girders, 

60' 0" street, 

36' 0" roadway. 


Type E 4, 

3 girders, 

60' 0" street, 

36' 0" roadway. 


Type E 4, 

2 girders, 

66' 0" street, 

44' 0" roadway. 


Type E 4, 

3 girders, 

66' 0" street, 

44' 0" roadway. 




Quan- 
tity. 


Cost, 

$ 


Quan- 
tity. 


Cost, 


Quan- 
tity. 


Cost, 

$ 


Quan- 
tity. 


Cost, 

$ 


Structural steel .... 
Concrete sidewalk 

on bridge 

Cone, slabs on br. . . 
Reinf. cone. abut. . . 

Exc. for abut 

Backfill 


0.03^ 

0.40 
20.00 
10.00 
1.00 
0.60 
1.50 
2.25 

3.25 

0.15 
20% 


166,000 lb. 

1,200 s.f. 
67 c.y. 
520 c.y. 
600 c.y. 
720 c.y. 
130 l.f. 
240 s.y. 

160 s.y. 

960 s.f. 


5,395 

480 
1,340 
5,200 
600 
430 
200 
540 

520 

145 
2,950 


127,000 lb. 

1,200 s.f. 
74 c.y. 
520 c.y. 
600 c.y. 
720 c.y. 
130 l.f. 
220 s.y. 

160 s.y. 

960 s.f. 


4,130 

480 
1,480 
5,200 
600 
430 
200 
495 

520 

145 
2,720 


238,000 lb. 

1,080 s.f. 
80 c.y. 
560 c.y. 
660 c.y. 
800 c.y. 
130 l.f. 
295 s.y. 

195 s.y. 

880 s.f. 


7,735 

430 
1,600 
5,600 
660 
480 
200 
665 

630 

130 
3,570 


180,000 lb. 

1,080 s.f. 
85 c.y. 
560 c.y. 
660 c.y. 
800 c.y. 
130 l.f. 
275 s.y. 

195 s.y. 

880 s.f. 


5,850 

430 

1,700 

5,600 

660 

480 


Handrail 

Paving on br 

Paving on R. of W. 

but off bridge .... 
SidewalkonR. ofW. 

but off bridge .... 
Eng. and cont. . . . . . 


200 
620 

630 

130 
3,300 


Totals 


17,800 


16,400 


21,700 


19,600 



Estimates E 6 Type. 



Material. 


Unit 
cost. 


Type E 6, 

2 girders, 

60' 0" street, 

36' 0" roadway. 


Type E 6, 

3 girders, 

60' 0" street, 

36' 0" roadway. 


Type E 6, 

2 girders, 

66' 0" street, 

44' 0" roadway. 


Type E 6, 

3 girders, 

66' 0" street, 

44' 0" roadway. 




Quan- 
tity. 


Cost, 

$ 


Quan- 
tity. 


Cost, 

$ 


Quan- 
tity. 


Cost, 


Quan- 
tity. 


Cost, 

$ 


Structural steel 

Concrete sidewalk 

on bridge 

Concrete slabs 

Reinf. cone. abut. . . 

Exc. for abut 

Backfill 

Handrail 


0.03i 

0.40 
20.00 
10.00 
1.00 
0.60 
1.50 
2.25 

3.25 

0.15 
20% 


300,000 lb. 

1,800 s.f. 
100 c.y. 
540 c.y. 
620 c.y. 
750 c.y. 
200 l.f. 
360 s.y. 

14 s.y. 

240 s.f. 


9,750 

720 
2,000 
5,400 
620 
450 
300 
810 

45 

35 
4,070 


240,000 lb. 

1,800 s.f. 
110 c.y. 
540 c.y. 
620 c.y. 
750 c.y. 
200 l.f. 
330 s.y. 

14 s.y. 

240 s.f. 


7,800 

720 
2,200 
5,400 
620 
450 
300 
740 

45 

35 
3,690 


410,000 lb. 

1,584 s.f. 
117 c.y. 
580 c.y. 
680 c.y. 
830 c.y. 
200 l.f. 
430 s.y. 

59 s.y. 

528 s.f. 


13,320 

630 
2,340 
5,800 
680 
500 
300 
970 

191 

79 
4,990 


324,000 lb. 

1,584 s.f. 
124 c.y. 
580 c.y. 
680 c.y. 
830 c.y. 
200 l.f. 
400 s.y. 

59 s.y. 

528 s.f. 


10,530 

630 

2,480 

5,800 

680 

500 

300 


Paving on br 

Paving on R. of W. 

but off bridge .... 
Sidewalk on R.of W. 

but off br 

Eng. and cont 


900 

191 

79 
4,410 


Totals 


24,200 


22,000 


29,800 


26,500 



114 



HIGHTVAY BRIDGES. 



Steel highway bridges \\-ith three spans with intennediate 
supports between tracks are illustrated below, over two, four 
and sLx railway tracks, for van-ing conditions, and the costs of 
the various structures are given in Table 58, page 115. 




T^ = ES F2, ELEVATION, 2 TKAC-k 5Cr.£M£ 




HALF ELEVATION. 6 TRACK SCHEME HALF ELEVATION, 4 TRACK SCHEME 

TYPES F6 TYPES F4 




CROSS-SECTION, 66*0 'Street, 4+'o"roaoway 

TYPES F6 



COST OF HIGHWAY BRIDGES. 



115 



TABLE 58. — TYPES F 2, 4 AND 6, STEEL STRUCTURES SPANNING TWO, FOUR 
AND SIX TRACKS WITH THREE SPANS. 

Estimates, Types F 2, 4 and 6. 



Material. 



Structural steel 

Cone, sidewalk on br 

Cone, slab .- 

Cone. eol. footings 

Reinf. cone, abut 

Plain cone, abut 

Exc. for abut, and col. footings. 

Backfill 

Paving on br 

Paving on R. of W. but off br . 
Sidewalk on R. of W. but off br, 

Handrail 

Eng. and cont 

Totals 



Unit 
cost. 



0.031 
0.40 

22.00 
8.00 

10.00 
7.00 
1.00 
0.60 
2.25 
3.25 
0.15 
1.50 

20% 



Type F 2, 

60' 0" street, 

36' 0" roadway. 



Quan- 
tity. 



Cost, 



215,000 lb. 
2,400 si. 
100 c.y. 
40 c.y. 

210 e.y. 
1,100 c.y. 
500 c.y. 
380 s.y. 
20 s.y. 
132 s.f. 
200 l.f. 



6,990 
960 

2,200 
320 

1,470 

1,100 

300 

855 

65 

20 

300 

2,920 



17,500 



Type F 2, 

66' 0" street, 

44' 0" roadway. 



Quan- 
tity. 



315,000 lb. 
2,200 s.f. 
165 c.y. 
50 c.y. 

230 c.y. 

1,240 c.y. 
550 c.y. 
460 s.y. 
30 s.y. 
120 s.f. 
200 l.f. 



Cost, 



10,240 

880 

3,630 

400 

1,610 
1,240 

330 
1,030 

100 
20 

300 
3,920 



23,700 



Type F 4, 

60' 0" street, 

36' 0" roadway. 



Quan- 
tity. 



215,000 lb. 
2,400 s.f. 
100 c.y. 
40 c.y. 
330 c.y. 

1,380 c.y. 
1,100 e.y. 

380 s.y. 
20 s.y. 

132 s.f. 

200 l.f. 



Cost, 



6,990 
960 

2,200 
320 

3,300 

1,380 

660 

855 

65 

20 

300 

3,450 



20,500 



Material. 



Unit 
cost, 



Structural steel 

Cone, sidewalk on br 

Cone, slab 

Cone. eol. footings 

Reinf. cone, abut 

Plain cone, abut 

Exc. for abut, and col. footings. 

Backfill 

Paving on br 

Paving on R. of W. but off br. . 
Sidewalk on R. of W. but off br. 

Handrail 

Eng. and cont. ,,..,,,,..,. 

Totals 



0.03i 
0.40 

22.00 
8.00 

10.00 
7.00 
1.00 
0.60 
2.25 
3.25 
0.15 
1.50 

20% 



Type F 4, 

66' 0" street, 

44' 0" roadway. 



Quan- 
tity. 



315,000 lb. 

2,200 s.f. 

165 c.y. 

50 c.y. 

360 c.y. 

1,540 e.y. 
1,200 c.y. 

460 s.y. 
30 s.y. 

120 s.f. 

200 l.f. 



Cost, 



10,240 
880 

3,630 
400 

3,600 

1,540 
720 

1,030 

100 

20 

300 

4,540 



27,000 



Type F 6, 

60' 0" street, 

36' 0" roadway. 



Quan- 
tity. 



215,000 lb. 

2,400 s.f. 

100 e.y. 

40 e.y. 

474 c.y. 

730 e.y. 
1,380 c.y. 
380 s.y. 
20 s.y. 
132 s.f. 
200 l.f. 



Cost, 



6,990 
960 

2,200 
320 

4,740 

730 

830 

855 

65 

20 

300 

3,590 



21,600 



Type F 6, 

66' 0" street, 

44' 0" roadway. 



Quan- 
tity. 



315,000 lb. 
2,200 s.f. 
165 e.y. 
50 e.y. 
517 c.y. 

840 c.y. 
1,500 c.y. 

460 s.y. 
30 s.y. 
120 s.f. 
200 l.f. 



Cost, 



10,240 
880 

3,630 
400 

5,170 

840 

900 
1,030 

100 
20 

300 
4,690 



28,200 



116 



HIGHWAY BRIDGES. 



Concrete highway bridges for spans with intermediate supports 
are shown below for two, four and six track crossings and the 
estimated cost of these structures are given in Table 59, page 
117. 



TYPE F, CONCRETE STRUCTURES SPANNING TWO, FOUR AND SIX TRACKS 

WITH THREE SPANS. 




fi L, '- ^ L, 

I 1 I I 

ELEVATION 2 TRACK SCHEME 
TYPES P2 




v__j y C 2 



-12 0- 



H >-, 

I I 

HALF ELEVATlON-6 TRACK SCHEME HALF ELEVATlON-4 TRACK SCHEME 

, TYPES F6 TYPES F4 
6.0 0-^ r—^ f* — 66'0- 



T" 



-36 0- 



k-nV— >t*- 



rirTisinrini 



^ 



Top of -Jail 




— ^t'O'- 
K-10'0- 






Top of ^il^ 



g^^^< ^%^;^^^^"i,X.j^1[jj,P^,.'^"^,.v^ ,v^^^..:,, . pt^^^ ""' ^fe%::^'^^^^^^^^^^^^^^^^e|^^ 




Subiradel 



fJ — '-, r' — '-> ■ 

I I I. J I 1 



L-. I I I I 

CROSS SECTION-60'0'STREET-36'0'ROADWAY 
TYPES F 



t I 



I I 



CROSS SECTiON-66'0'STREET-44'0 ROADWAY 
TYPES F 



COST OF HIGHWAY BRIDGES. 



117 



TABLE 59. — TYPE F, CONCRETE STRUCTURES SPANNING TWO, FOUR AND 
SIX TRACKS WITH THREE SPANS 

Estimates. 



Material. 



Concrete floor 

Concrete col's, neat work 

Concrete col's, footings 

Reinforced concrete abutments . . . . 

Plain concrete abutment 

Exc. for abut, and col. footings. . . . 

Backfill 

Paving on bridge. 

Paving on right of way but off br. , 
Sidewalk on right of way but off br, 

Handrail 

Engineering and contracting 

Totals 



Unit 
cost. 



$22.00 

23.00 

8.00 

10.00 

7.00 

1.00 

0.60 

2.25 

3.25 

0.15 

2.25 

20% 



Type F 2, 

60' 0" street, 

36' 0" roadway. 



Quan- 
tity. 



280 c.y. 
34 " 
60 " 

2i0c.y. 
1200 " 
550 " 
380 s.y. 
20 " 
132 s.f. 
200 l.f. 



Cost. 



$6,160 
780 
480 



1,410 

1,200 

330 

850 

60 

20 

450 

2,400 



$14,200 



Type F 2, 

66' 0" street, 

44' 0" roadway. 



Quan- 
tity. 



360 c.y. 
40 " 

74 " 

230 c.y. 
1340 " 
600 " 
460 s.y. 
30 " 
120 s.f. 
200 l.f. 



Cost. 



$7,920 
920 
590 



1,610 
1,340 

360 
1,040 

100 
20 

450 
2,850 



$17,200 



Type F 4, 

60' 0" street, 

36' 0" roadway. 



Quan- 
tity. 



280 c.y. 
34 " 
60 " 

330 " 

1480 c.y. 
1100 " 

380 s.y. 
20 " 

132 s.f. 

200 l.f. 



Cost. 



$6,160 

780 

480 

3,300 



1,480 

660 

850 

60 

20 

450 

2,860 



$17,100 



Material. 



Concrete floor 

Concrete col's, neat work 

Concrete col's, footings 

Reinforced concrete abutment 

Plain concrete abutment 

Exc. for abut, and col. footings. . . . 

Backfill. 

Paving on bridge 

Paving on right of way but off br. , 
Sidewalk on right of way but off br 

Handrail 

Engineering and contracting 

Totals 



Unit 
cost. 



$22.00 

23.00 

8.00 

10.00 

7.00 

1.00 

0.60 

2.25 

3.25 

0.15 

2.25 

20% 



Type F 4, 

66' 0" street, 

44' 0" roadway. 



Quan- 
tity. 



360 c.y. 
40 " 
74 " 

360 " 

1640 c.y. 
1200 " 

460 s.y. 
30 " 

120 s.f. 

200 l.f. 



Cost. 



$7,920 

920 

590 

3,600 



1,640 
720 

1,040 

100 

20 

450 

3,400 



$20,400 



Type F 6, 

60' 0" street, 

36' 0" roadway. 



Quan- 
tity. 



280 c.y. 
34 " 
60 " 

474 " 

830 c.y. 
1380 " 
380 s.y. 
20 " 
132 s.f. 
200 l.f. 



Cost. 



$6,160 

780 

480 

4,740 



830 

830 

850 

60 

20 

450 

3,000 



$18,200 



Type F 6, 

66' 0" street, 

44' 0" roadway. 



Quan- 
tity. 



360 c.y. 
40 " 
74 " 

515 " 

940 c.y. 
1500 " 
460 s.y. 
30 " 
120 s.f. 
200 l.f. 



Cost. 



$7,920 

920 

590 

5,150 



940 

900 
1,040 

100 
20 

450 
3,570 



$21,600 



The foregoing designs for concrete highway bridges are of a 
more pleasing character than the preceding structures and are 
very suitable for residential districts in towns and cities, for 
grading separation work. Owing to the high cost of steel this 
type of structure is likely to be very much more economical than 
a combination or all steel design at the present time. 



118 COST OF STREET BRIDGE FOR TRACK DEPRESSION. 

Street Bridge for Track Depression, M. P. Ry. — The street 
bridge over the Missouri Pacific Tracks at Arsenal Street, St. 
Louis, is shown, Fig. 28. 

This bridge is 60 ft. wide, 110 ft. long with three spans of 31 ft. 
6 in., having a vertical clearance of 18 ft. over the tracks and was 
designed for an 18 ton roller on roadway stringers; a 16 ton con- 
centrated wheel load on roadway slabs ; a uniform roadway load 
of 125 lb. per sq. ft.; a uniform sidewalk load of 100 lb. per 
sq. ft.; and a 50 ton street railway cinder car on track stringers. 
Impact 30 per cent. The unit stresses were 450 lb. axial comp. 
in concrete; 650 lb. flexure comp. in concrete; 120 lb. shear in 
concrete; 16,000 lb. tension in steel; 50 lb. bond in plain bars; 
120 lb. bond in deformed bars. ' • 

Abutments are of gravity section without reinforcement, ex- 
cepting in the portion of the front wall back of the bridge seat. 

The pier bents and the general floor system are of reinforced 
concrete, the construction of which is shown on Fig. 29. At the 
abutments all stringers are furnished with cast steel shoes and 
bed plates. Eng. News, Vol. 75, No. 9. 

APPROXIMATE QUANTITIES AND COST. 

Span lengths 31 ft. 6 in. 

Over aU depth 3 ft. 8 in. 

Average dead weight 400 lb. per sq. ft. 

Quantities per square foot: 

Concrete structural, cu. ft 2.00 

Reinforcement in slabs, lb 4. 10 

" " long'l stringers, lb 7 . 50 

" " stirrups, lb 2 . 55 

Earth excavation 6,300 cu. ft. @ SO . 06 S378 

Rock " 110 J' @ 0.30 33 

Concrete Class A 6,160 " @ 0.33 2,033 

" B 11,560 " @ 0.35 4,046 

" C 360 " @ 0.90 324 

Steel reinforcement 103,300 lbs. @ . 025 2,583 

Steel castings 3,860 " @ 0.07 270 

* .59,667 

Cost of removing old structure, etc 1,833 

$11,500 

Supervision and contingencies, 10 per cent MoO 

Total S12,650 or 

about $1.85 per sq. ft. 



STEEL BRIDGES. 



119 



Details of the floor system are shown, page 120, Fig. 29, in- 
cluding a typical arrangement of bearing and reinforcement. 



Iron Handrail 




~^ 18 Di-ain pipe 



SECTIONAL ELEVATION 



Street Line 




Street Line ; , .„' . ' / , 
I ^l-fg— 10-&^ >|< — 9-9- 



I 18" 



-9'9^^-^0-(| 



-110^ 



->J 



PLAN 



Fig. 28. Arsenal St. Bridge at St. Louis, 



120 



STEEL BRIDGES. 



The floor of roadway is finished with 3J in. wood blocks on a 
I in. bed of sand supported on the concrete base. The sidewalk 
is of 3 J in. concrete reinforced ^ith f in. round bars; the filled 
portion under the sidewalk slab is composed of cinders. 



f^'Wood Blocks 
'H'Sand 
Concrete 



TYPICAL ARRANGEMENT OP 
'EARING AMD REiNFORCEMEMT 




1, U4l!!ii\l>il 



1~M 



.i..T 

III 



'-■TT^i-f^ 



I r I 



i'l! 



I f '' ' " ' I ' ' N 









A.l>i 






rU' 



^ti^ 



-9-t 



' ' ' i 

xrn i 

' • I I 



5. 1- 



J t T 



-&-i- 



. Tarred-paper 
Joint 



h1"l-T 

III' 

M— f 



28^ 



-Hoope 



t:o:. 



^^-^1 



riTj 
iXll 






V 

l!" • 



• •! i 



L[_ tJl 
I I'M 

' '-Li' 

nil" 

Mil 



I 
Elt; 



J-l_LL 



iti 



•■■II- 

III I II 

nil! 
•n-rr! 
■I I I |i 

; !i : 

I ' I I 



' ■ I <i 



■ I • ■ 

' jJ.ILh 



Fig. 29. Details Arsenal St. Bridge at St. Louis. 



Other highwaj' bridges of this character are illustrated on page 
114 and the estimated costs of same are given in Table 58, 
page 115. Another t}'pe is also shoA^^Ti on page 121 as built on 
the L. & X. Rv. 



CONCRETE OVERHEAD BRIDGES. 



121 



Concrete Overhead Bridges on the L. & N., Fig. 30. — The 
structure is built of reinforced concrete providing 28 ft. roadway 
and two 6 ft. sidewalks, carried on four bents of two columns 
each, the three spans being 33 ft. each and the clearance under 
the bridge to rail 22 ft. 

The bridge is designed for a live load of 100 lb. per square 
foot of roadway and sidewalk, or a 35,000 lb. road roller on the 
roadway and 100 lb. per square foot on the sidewalks. The 
material being clay the footings are spread, those supporting 
the end bents being carried down 4 ft. below the ground line and 
those under the intermediate bents 6 ft. 

This structure required 28 tons of steel and 250 cubic yards of 
concrete, 1:2:4 mixture. The approximate average cost for 
estimating for the bridge only is $6000 or about $1.50 per square 
foot taking 40 ft. by 100 ft. as the area covered. If the above 
bridge had to carry street cars the cost in reinforced concrete 
would be about $8000. 




HALF ELEVATION 



CROSS SECTION ON C. L. 



Fig. 30. Concrete Overhead Bridge, L. & N. Ry. 



WOODEN BRIDGES. 



Howe Trusses. — While timber bridges are not used to the 
same extent to-day as in former years, there are still some places 
where good timber is abundant and cheap, where the cost of 
delivering steel would be high and the probable traffic light. 

If properly detailed with moderate spans, any strength re- 
quired in such structures can be developed and when suitably 
protected they will last for many years and may, under certain 
conditions, be favorably considered both for railway and high- 
way traffic. 



122 



WOODEN BRIDGES. 



The structure is usually built with a large excess of strength 
of the Howe or Towne lattice type. 

The chords and braces are made of timber and the vertical 
rods of steel usually upset, with cast-iron blocks at the angles of 
braces, which are bolted or doweled into the main members. 
The best class of timber is used with as few splices as possible. 

The loads, quantities, and weights in the table of cost are from 
Johnson's modern frame structures, taken from the Oregon 
Pacific (A. A. Schenck, chief engineer) and published in the 
Engineering News, April 26, 1890. The live load assumed was 
two 88-ton engines followed by a train load of 3000 pounds per 
foot. 

For deck bridges add 20 per cent to the weight of the timber 
and deduct 20 per cent from the weight of the wrought iron. 

To protect the chords from engine sparks, galvanized iron is 
often used. Sometimes also the timbers are treated by a chemi- 
cal process to prevent or retard decay, or whitewashed with a 
fire-resistant compound. They require to be closely inspected 
at all times. 



TABLE 60. — APPROXIMATE COST, WEIGHTS AND QUANTITIES FOR HOWE 

TRUSS BRIDGES. 













Estimated quantities. 


Approx- 


Length 


Style of 
truss. 


Height 
of 

truss. 


No. of 
panels. 


Total dead 

and live 
load per ft. 




' 




of 
span. 


Timber, 


Wrought 


Cast 


imate 

cost 

erected. 












ft. B. M. 


iron. 


iron. 




Ft. 




Ft. 








Lbs. 


Lbs. 




30 


Pony 


9 


4 


6000 


10,200 


2,200 


1,000 


$550 


40 


Pony 


11 


4 


5500 


13,400 


3,000 


1,300 


740 


50 


Pony 


11 


6 


5200 


19,100 


5,700 


2,900 


1170 


60 


Pony 


12 


6 


4900 


22,800 


6,800 


3,700 


1410 


70 


Pony 


13 


7 


4800 


30,000 


17,500 


8,300 


2480 


80 


Pony 


14 


8 


4800 


35,400 


22,000 


10,000 


3010 


90 


Pony 


15 


9 


4800 


42,800 


28,700 


12,600 


3890 


90 


Through 


25 


8 


4800 


41,900 


33,100 


13,300 


4020 


100 


Through 


25 


9 


4800 


48,900 


41,600 


14,300 


4810 


110 


Through 


25 


10 


4800 


54,800 


48,200 


16,000 


5290 


120 


Through 


25 


11 


4800 


62,100 


56,900 


18,300 


6350 


130 


Through 


25 


12 


4700 


70,200 


67,300 


20,900 


7320 


140 


Through 


25 


13 


4700 


78,200 


73,900 


23,300 


8100 


150 


Through 


25 


14 


4700 


86,700 


87,300 


27,100 


9330 



Prices assumed: Timber, $35 per M. ft. B. M. erected; steel, 5 cts. per pound erected; cast 
iron, 4 cts. per pound erected. 

Supervision and contingencies, 10%. 



6-2% X 12 Spruce 



Lattice Plank 12 x 3 




6-3%"s 12" Hard Pine and 2-27-^'x 12"Spruce 
HALF INSIDE ELEVATION OF TRUSS 



BOTTOM BRACING 
-1-3-3^^^ >H ^l-3-3^^ H< ^1-3-3-!^ ^Jll:l.^'^ 




-15-7- 



->1 6 X 10 Block 

TOP BRACING 




17 7 c. to c. of Trusses . 
CENTER END 

SECTION ELEVATION 




1/^1 w ^ 



CONNECTIONS OF END MEMBERS iMRod'"^- FLOORBEAM CONNECTIONS 

END BRACES IN OUTER WEB, AND DISTRIBUTION OF FLOOR LOAD ON CHORD 




C 



-2-'8H^ t 3%' 
LOWER CHORD JOINT 



-15%- 



!^n 



i}i 




\ / O \ / 
X Oo O / 



TRENAIL JOINT 



INTERSECTION AT 
INTERMEDIATE CHORD 



^ 



/i-,-,J^'-T-L2'2-Lr 



*2Gi£^ 



^2-2J^xl2" 



^^-^"-f- 



^=T ^ i i n 



2;2>^Lil2i 



jSClfif 



^ 



I3ZX1 



-T-i!rai7; 



I I loJ^fl i I I , I r°f 



-t-RrJ-oo^ 



I ' I ' r ' I 

-^ ^,H 1 1 1 U 



iztei 



L20X 



I I I 



leiS^ 



te 



1 1,11111 



I I I 



6^t 



J I I Mg fta 



Tyjrg: 



3-2% X 12" 



-1 — I — t^ — \ — i-=-t- 



39^+ 



-I r 



m^ 



;^.4__l_i5liJL^ri 



:;29:s 



f^'-M 1 r 



^DCP 



I I I I ! I I 



±az 



I I ^— T 



^ 



3=P3:: 



3-2% X p'', JcHo ' rD 1T 



rrrrT 



Sp^ 



^;i l-^H 1- 



t^ 



•gyr I 1 1 r 



I ^ I : ^i^-^ I I 



so 



-?!^^V-r 



BOTTOM AND TOP CHORD FRAMING PLANS 

Fig. 31. Towne Lattice Wood Bridge. 



(123) 



124 WOODEN TRUSS BRIDGE. 

B. & M. Wooden Truss Bridge, Fig. 31. 

Loading. — The span is proportioned for a live load, consisting 
of a series of locomotives with 25,000 lb. on each of three axles 
and a 44-ft. wheelbase for engine and tender. A maximum unit 
strain of 1000 lb. per square inch in tension for the net section 
and 700 lb. in compression for the gross section is allowed. Floor 
beams and stringers are proportioned for a maximum fiber stress 
of 1200 lb. in flexure. A maximum shear of 100 lb. per square 
inch with the grain, a bearing or crushing pressure of 360 lb. is 
allowed under bolt washers. Maximum shear on the oak trenails 
is computed not to exceed 500 and the maximum bearing 400 lb. 
per square inch. 

Trusses. — The trusses about lllj ft. long and 26 ft. deep 
over all and 17§ ft. apart on centers are of the old Towne lattice 
girder type. 

Web. — The two sets of web members alternate with the three 
sets of horizontal members in each of the four chords, packed 
solidly together and developing double shear in their connections. 

The web members are made with single full-length 3 X 12-in. 
planks (planed to 2| in.) inclined in both directions about 30 
deg. from the vertical and connected at each intersection by a 
pair of horizontal oak trenails or pins 2 in. in diameter, turned 
to a driving fit in bored holes. Parallel diagonals are spaced 
about 4 ft. apart on centers. 

Chords. — The chords are all made with 12-in. pine planks 
from about 7 to 40 ft. in length. Chord No. 1 is built up with 
six 4-in. and two 3-in. pieces, chords 2 and 3 are each built up 
with two 3-in. and four 2i-in. and chord 4 is built with six 2j-in. 
pieces. Care is taken to break the joints as widely as possible 
so that all but one of the members of each chord are continuous 
at any given cross section. 

The chord pieces are connected together and to the diagonal 
or lattice pieces with four 2-in. trenails and one |-in. bolt at every 
intersection of the latter. 

In chord 1, except at the extreme ends where the very short 
pieces of the members are really fillers rather than tension mem- 
bers, all of the square butt joints between the chord planks have 
steel tension splices. 

Each joint is made with two vertical 3 X Hn. wrought iron 
keys. One of them has at each end a rounded knob to receive 



WOODEN TRUSS BRIDGE. 125 

the loop, a |-in. U-bar with nuts at the opposite end bearing on a 
|-in. washer plate or saddle engaging the other gib and secured 
in position by a slot in the wood and a shoulder on the gib. 

In all of the other chords these splices are omitted and the 
adjacent ends of the timber are simply butt-jointed. They are 
lapped by the other member of each piece which serves as a splice 
and is connected to them at frequent intervals by the staggered 
horizontal trenail and bolt connection to the diagonal planks. 

At each end of the span two 6 X 12-in. vertical posts are bolted 
to both sides of the truss over the abutment and take bearing on 
chords 1 and 4. An inclined post of the same dimensions reaches 
from the foot of one of them, where it abuts against a horizontal 
shoulder piece, to the top chord and has notched shoulder bear- 
ings in both top and bottom chords. The ends of chord 1 have 
10 X 10-in. sill pieces about 9 ft. long to take bearing on three 
10 X 12-in. beams on each abutment. The truss is framed with 
a camber of about 1 in. per 25 ft. of span. 

Lateral Bracing. — Top lateral bracing is provided by a Howe 
truss in the horizontal plane of chord 4which is made with 6 X 6-in. 
diagonal members, halved at their intersections and l^-in. trans- 
verse rods and 6 X 10-in. struts at panel points. The bottom 
lateral system is similar except that the diagonals are 5 X 10 in., 
the ties are 1^ in. in diameter, and the struts are omitted. The 
top transverse struts are knee-braced at each end with 6 X 6-in. 
pieces engaging chord 3, and with 3 X 6-in. ship knees securely 
bolted and keyed at the portals. 

Floor. — The track is carried on 6 X 8-in. ties, 12 ft. long, laid 
flat 14 in. apart on centers and supported by a 10 X 10-in. 
stringer under each rail and a 6 X 10-in. side stringer at each end 
of the tie. The stringers are seated on 10^ X 16-in. floor beams, 
21 ft. long and 26^ in. apart on centers, suspended from the lower 
chords by a l|-in. vertical bolt at each end. The nut on the 
upper end of the bolt engages a transverse wooden block bearing 
on two of the three members of the bottom chord. 

Housing. — The bridge timber is protected from the weather 
by a light double pitched shingled roof supported on the top 
chords and top lateral bracing and by vertical sheathing furred 
out from the outer sides of the trusses. 

Approximate Cost. — 100,000 ft. B. M. timber and 600 lb. iron 
and steel, without track, about $4000. 



126 TIMBER TRESTLES. 

Timber Trestles. — Timber trestles are of two types, pile and 
frame, and are used principally for rapid or cheap first-cost con- 
struction, to be eventually filled or replaced by permanent 
structures at some future date. 

The structure must be made rigid by sv/ay bracing the bents 
crosswise and longitudinally, to withstand the pull from a moving 
train, or the thrust when brakes are applied. Trestle failures 
are frequently caused by insufficient bracing. Trestles of long 
lengths should have fire breaks; that is, a few bents at varying 
intervals should be filled in or made fireproof, so that should a 
fire occur, the whole trestle will not be destroyed. 

Frame Trestles. (Fig. 33.) — The bents are made of square 
timber framed together and braced, the economic limit of height 
being probably 100 feet. The foundation may be piles cut off 
at ground level, with timber sills on top or masonry piers. The 
structures must be made rigid by bracing transversely and longi- 
tudinally throughout. 

Approximate cost and quantities are given in Table 63. 

Pile Trestles. (Fig. 32.) — The bents are formed of several 
piles with caps and sway bracing, the floor consisting of longi- 
tudinal stringers with cross ties, or solid plank with ballast floor 
on top. 

Owing to the long length of piles required, they rarely exceed 
30 feet in height. 

For heights over 10 feet up to 20 feet, longitudinal bracing 
should be inserted at least every fifth panel; over 25 feet every 
alternative panel should be braced, arranged so as to hold the 
posts midway to stiffen them as columns. 

Approximate cost and quantities are given in Tables 61 
and 62. 

Alaska Central Ry. — Cost of pile trestles were remarkably low 
on account of a large portion of the timber being cut on the site. 

The pile trestles were built with four-pile bents, 12-ft. span, 
and an average length of piles of 22 ft. The floor system con- 
sisted of six 8 X 14-in. stringers per span, with 7 X 8-in. ties, 
10 ft. long, spaced 14 ia. c. to c, and guard rails 5^ X 8 in. 
The 12 X 14-in. caps were hewed, and they, as well as the piles, 
were cut as close to the bridge sites as possible and floated to 
place. The sawed timber was furnished by the company's mill 



TIMBER TRESTLES. 



127 



at Seward. There were 3514 lin. ft. of trestle built on residency 
No. 3, at a cost of $6.40 per lin. ft., including the cost of moving 
the pile-driver between bridges. 



-10'6 




Pile Bents 
6'to 15' 



12x12x6 Sills 



Piles used in 
Soft or Swampy ground 



Fig. 32. 



Fig. 33. 



128 



COST OF TRESTLES. 



TABLE 61. — PILE TRESTLE: SINGLE TR-\CK APPROXIMATE QUANTITIES 

AND COST COMPLETE. 



(Bents 12-foot centers.) 



Height, 
bottom of 
sill to top 

of cap. 



5 
10 
15 

20 
25 
30 



No. 

per 
bent. 



Pile.^. 



Aver- 


Lineal 


age 
length 
each. 


ft. per 

ft. of 

trestle. 



Cost at 
30 cts. 
per ft. 



4 


20 


7 


4 


25 


9 


4 


30 


10 


4 


35 


12 


5 


40 


17 


5 


45 


19 



$2.10 
2.70 
3.00 
3.60 
5.10 
5.70 



Bracing and floor system. 



Ft. 
B. M. 

per ft. 
of 

trestle. 



Cost at 

' $35 per 

M. ft. 

B. M. 



Iron per 

lin. ft. of 

trestle, 
lb. 



i Approxi- 

Cost at I mate total 

6 cts. \ cost per 

per lb. ' lineal ft. 

of trestle. 



220 


S7.70 


20 


230 


8.05 


22 


240 


8.40 


24 


250 


8.75 


26 


260 


9.10 


28 


270 


9.45 


30 



1.20 
1.32 
1.44" 
1.56 
1.60 
1.80 



811.00 
12.00 
12.84 
13.91 
15.88 
16.95 



Rails and fastenings not included. 



TABLE 62. — PILE TRESTLE: SINGLE TRACK. TTig. 32.) 
QUANTITIES -^ND COST COMPLETE. 



-APPROXIMATE 



(Bents 15-foot centers.) 





Piles. 


Bracing and floor sj-stem. 


Height, 
bottom of 
sill to top 

of cap. 


No. 

per 

bent. 


Aver- 
age 
length 
each. 


Lineal 

ft. per 

ft. of 

trestle. 


Cost at 
30 cts. 
per ft. 


Ft. 
B. M. 
per ft. 

of 
trestle. 


Cost at 
.S3o per 

M. ft. 

B. M. 


Iron per 

lin. ft. of 

trestle, 

lb. 


Cost at 
6 cts. 
per lb. 


Approxi- 
mate total 
cost per 
lineal ft. 
of trestle. 


5 
10 
15 

20 
25 

30 


4 
4 
4 
4 
5 
5 


20 
.25 
30 
35 
40 
45 


7 

9 

10 

12 

17 

19 


S2.10 
2.70 

3.00 
3.60 
5.10 

5.70 


200 
210 
220 
230 
240 
250 


S7.00 
7.35 
7.70 
8.05 
8.40 
8.75 


18 
20 
22 
24 
26 
28 


scnoo 

1.00 
1.10 
1.20 
1.30 
1.40 


SIO.OO 
11.05 
11.80 
12.25 
14.80 
15.85 



Rails and fastenings not included 



BALLAST FLOOR FOR TRESTLES. 



129 



TABLE 63. — FRAME TRESTLE : SINGLE TRACK. (Fig. 33.) APPROXIMATE 

QUANTITIES AND COST. 

Bents, BRAaNGS, Sills, Caps, Stringers, and Floor System. 
(Bents 15-foot centers.) 



Height, base 


Ft. B. M. per 


Cost at $35 


Iron per ft. 


Cost at 5 cts. 
per lb. 


Total cost per 


of rail to bot- 


lineal ft. of 


per M. ft. 


of trestle. 


lineal ft. of 


tom of sill. 


trestle. 


B. M. 


lb. 


trestle. 


Ft. 
20 


300 


S10.50 


20 


$1.00 


$11.50 


25 


350 


12.25 


20 


1.00 


13.50 


30 


400 


14.00 


20 


1.00 


15.00 


35 


450 


15.75 


22 


1.10 


16.85 


40 


500 


17.50 


24 


1.20 


17.70 


- 45 


550 


19.25 


26 


1.30 


20.55 


50 


600 


21.00 


28 


1.40 


22.40 


55 


650 


22.75 


30 


1.50 


24.25 


60 


700 


24.50 


32 


1.60 


26.10 


65 


750 


26.25 


34 


1.70 


27.95 


70 


800 


28.00 


36 


1.80 


29.80 


75 


900 


31.50 


38 


1.90 


33.40 


80 


950 


33.25 


40 


2.00 


35.25 


85 


1000 


35.00 


42 


2.10 


37.10 


90 


1050 


36.75 


44 


2.20 


38.95 


95 


1100 


38.50 


46 


2.30 


40.80 


100 


1150 


40.25 


48 


2.40 


42.65 



Pile foundation extra. Masonry foundation extra. 
Rails and fastenings not included. 



Ballasted Floors. — Where on account of difficulty of obtaining 
a good foundation or procuring material for a permanent struc- 
ture except at a prohibitive cost, the use of wooden trestle bridge 
with ballasted floors is sometimes the best alternative between 
the costly permanent structure or the common wooden trestle 
with open deck. 

There are two types of floor construction for ballast floor 
wooden trestles in general use, one having the stringers placed so 
as to form a solid floor, Fig. 34, and the other having the stringers 
separated and covered with plank, Figs. 35 and 36. 

Usually all the timbers in the construction of the ballast floor 
are treated by creosote or other process. 

The estimated life of these bridges varies from twenty to 
twenty-five years when treated, without repairs of any con- 
sequence. 



130 



BAXLAST FLOOR FOR TRESTLES. 



5^ J* X ffi Bolts 



^V X 22 Drift Bolts^ 




Bents U C. to C. 



I \ 



Fig. 34. BaUasted Floor Trestle, H. T. & S. Fe. Ry. 



-110- 



-7 0- 



%'x 29'Bolt -1^ 
Cast Iron Separator-t| 

7 X IC Stringers : ; 

10 Per Pane 
-f. 



6 X S s S Tie , 



-7 0- 



TlQj 



H-Cx8x 280 Guard Raa 






v^-+2 6-^ 




is^^^g-3 X 8 X U 0. Plank 

X 6 X U'o'Spiked to 

J f /Str ingers with 'V* ^' 

~~X3oat Spikes 



ift Bolt 



Fig. 35. Ballast Floor Trestle, 111. Cent. R.R. 



PILE AND TRESTLE BRIDGES. 



131 






013 



^ Kj C 3 -^ 13 


















CO 








u 


DC 








Q 


ce 




rr 


q: 












III 


II 


ce 


_j 


1 




< 


Li. 


C/1 

III 





Q 


1- 


Q. 


< 


< 


ce 


. 


_i 


1- 


^ 




-I 





7: 




< 

m 


u 
< 


3 






\J 







PQ 



o3 



Pk 



CO 
CO 

do 



132 



PILE AND TRESTLE BRIDGES. 



,5<f- *^'s •">; S3I0H 




*"wa PIO "s.'.d 3ii|ix»x s X 8^ 



« 



T3 



o 
O 

o 



Fig. 36 illustrates the ballasted floor for pile and trestle bridges 
as adopted by the Union Pacific Railroad, with bents 15 ft. cen- 
ters, six piles or posts to the bent. 



PILE TRESTLE BALLASTED DECK. 133 

Ballasted-Deck Pile Trestle, Kansas City S. Ry. — The trestle 
design, Fig. 36a, is a good example of modern practice in this 
type of structure, described in Eng. News, Jan. 16, 1916. 
Bents over 22 ft. in height have horizontal sash braces 11 ft. 
apart with swaybracing between them. Upon the sash braces 
are bolted girts or horizontal longitudinal timbers. Diagonal 
longitudinal braces are fitted in each panel, except in those bot- 
tom panels where they might form an obstruction to the free 
passage of drift. 

The end bent has five piles, and back of the cap and stringers 
are three 6 X 10-in. header planks to hold the end of the roadbed. 
In trestles having an odd number of panels, one end panel has all 
its stringers 15 ft. long. 

The caps and stringers are sized to 12 X 13| in. and 8 X 15f 
in. before creosoting. The treated timbers are handled so as to 
obviate cutting as far as possible, but where they have been cut 
in framing, the fresh surfaces are given three coats of hot creosote 
oil. Boltholes bored through are filled with the oil, and the 
bolts are coated with creosote before being placed. If the hole 
is not used it is closed with creosoted plugs (after the oil filling). 
Where spikes are removed, the holes are filled with oil and plugged 
in the same way. 

The ends of the deck stringers are lapped on the caps, except 
that the outside stringers are fitted together over alternate caps. 
The amount of gravel required for ballast is about 0.233 cu. yd. 
per lin. ft. of trestle. 

Concrete trestles are of two types — one having concrete pile 
bents and caps and the other having thin concrete piers to carry 
the slabs forming the spans. Fig. 37. 

The latter type of construction on the Kansas City Southern 
Ry., near Anderson, Mo., is shown. The bridge has eight spans 
of 12 J ft. in the clear (between piers), with a headway of 5 to 10 
ft. It carries the ordinary ballasted track construction and the 
following description on page 135 is from the Engineering News 
of Feb. 3, 1916, including the illustrations on page 136 showing 
the structure and the details of the floor slabs, piers and abut- 
ments. 



134 



PILE TRESTLE, BALLASTED DECK. 



8^1 WQ 




o 

— «t 

< CD 



li- Z 

z 
o 



d 



.? 
§ 







. 


a; 


1-. 


Q 







-rJ 




LU 







Q 


7) 


00 LL 


OS 


■^o 


^ 


.1 


Z 


PQ 


s 




® 1- 





0, 


-»^ 


LU 


ro 


e3 O) 

P. 
03 Q 


H 


00 UJ 






(5 


(U 




q; 






< 


Ph 




_l 






Z 




_: 


!_ UJ 


03 


e- 




CO 


-1 




CO 



CONCRETE TRESTLES. 135 

Piers and Abutments. — The piers are of reinforced concrete, 30 
in. thick, with broad footings, no foundation piles being used. 
The concrete is proportioned 1:2:4, and the reinforcement 
consists of square twisted bars of medium openhearth steel, 
arranged as shown. The abutments are of open box form, with 
end wall, bottom and side walls parallel with the track. They 
are embedded in the end of the fill. The concrete for the abut- 
ments is proportioned 1:3:5 and is not reinforced. 

The top of each pier and the bridge seat of each abutment *have 
two dowels li X 10 in. which enter Ij-in. holes in the slab and 
prevent the latter from creeping. The tops of the piers and the 
bridge seats of the abutments are finished to an elevation f in. 
below the bottom of the slabs. When the slabs are being set in 
place, this space is filled with cement mortar and a zinc plate 
^V in. thick is placed between the mortar joint and the slab, this 
plate extending over the full area of the bearing surface. 

Concrete-slab Superstructiire. — The deck, or superstructure, con- 
sists of a double row of concrete slabs, which are cast at a 
convenient place and set in position by derrick cars when the 
piers are completed. Each slab is 14J ft. long and 7 ft. wide, 
with a curb wall along one side, so that the two slabs form a 
trough to contain the ballast. The minimum thickness is 23| 
in., at the inner side, where grooves in the faces of the slabs form 
vertical drain holes. 

The concrete for the slabs is mixed 1 : 2 : 4. The steel re- 
inforcement consists of longitudinal square twisted bars (having 
the ends bent as shown), with transverse bars, and vertical 
transverse stirrups looped under the horizontal bars. For hoist- 
ing, each slab has two stirrups, or shackles, set at an angle of 60 
degrees, the top of the concrete having a pocket around the pro- 
jecting loop. 

The slabs are set with their ends J in. apart, the spaces being 
filled with asphaltum or some bituminous paving composition. 
Each slab contains 8| cu. yd. of concrete and 1115 lb. of rein- 
forcing steel. The total estimated weight, including 60 lb. for 
the hoisting stirrups, is 34,000 lb. 

Gravel ballast is filled to a depth of 18 in. below the tops of 
the ties, the rails being above the level of the curb walls. 



136 



CONCRETE TRESTLES. 



c 



Dl 



3 



1 II 1 t 1 1 rl 1 1 1 
Lll^JJJJJjJJ- 

1 1 1 1 1 i^r, 1 ,T>ii I 

mm 


]-|-[-; 


1 1 1 1 1 1 1 1 1 1 1 1 
1 1 1 1 1 1 1 1 1 1 1 1 

1 M 1 1 1 1 1 1 1 1 1 

\~\~ i~i~rri 1 i~i~r 
1 1 1 1 1 1 1 > 1 1 1 1 
1 11 1 1 1 1 1 1 1 1 1 


|-j-|-| 


1 1 1 1 1 1 1 1 1 1 1 1 
1 1 > 1 1 1 1 1 1 1 1 

LilJ 1 ' ' 'JJJ_L 


llllV 


! 1 1 1 1 1 1 1 1 !■ I 
■ 1 1 1 1 1 1 1 1 ■ 1 1 

nTr:-;-;-;-!-;-!-;- 

\\\mM\- 

ijlLLLlLtLlj. 


— 1 _ i_ _ 
.__ 1 1 

Notch for Drai 


! i i i ! ! i i-^i i i i 


Mil 
Mil 
Mil 



r 




_t. 




n^^.^^T 



CULVERTS. 



137 



CULVERTS. 

Culverts are used for conveying small streams under the road- 
bed and for drainage purposes. Tile, concrete, corrugated and 
cast-iron pipes are principally used, including masonry and tim- 
ber boxes and concrete arches. 

When pipes are used locate on solid ground high enough to 
clear when flow ceases, and lay on a uniform grade equal to that 
of the natural ground, with a camber when grade is less than one 
per cent to prevent formation of pockets by settlement. Pref- 
erably excavate trench to fit the bottom part; otherwise solidify 
by tamping and compacting carefully around the culvert. 

Do not block, wedge, or lay in water. Place all sockets up- 
grade and begin from lower end. 

When two or more are used side by side keep them one diam- 
eter apart. 

When there is a liability to scour, end walls or sheet piling is 
provided. 

When pile foundation is necessary use one row for small pipes 
and two rows staggered, for 24 inch or greater, supporting the 
entire length of pipe. Box or arch culverts are piled when 
necessary under the main walls. 

In placing concrete pipe culverts under earth embankments 
over 30 ft. high, it will usually be found most economical to open 
up a trench at each end, to a depth of about 15 ft. and tunnel 
through the remaining distance. 

Estimating Sizes of Pipe. — One-inch rainfall per acre gives 
approximately 24,000 gallons per hour, or 400 gallons per minute. 
Not more than 50 per cent to 75 per cent will reach drain within 
same hour. 





APPROXIMATE CARRYING CAPACITY OF PIPES. 

(Inchesfall to lOOfeet.) 




Size of pipe. 


2 in. 


3 in. 


6 in. 


9 in. 


12 in. 


24 in. 


36 in. 




Gallons discharged per minute. 


18 inches . . . 
24 inches . . . 
30 inches . . . 
36 inches . . . 


2,000 

4,500 

8,000 

12,500 


2,500 

5,500 

9,500 

15,500 


3,500 

7,500 

13,500 

22,000 


4,500 

9,000 

16,500 

26,500 


5,000 
10,500 
19,000 
31,000 


7,000 
15,000 
26,500 
43,500 


8,500 

18,000 
32,500 
53,000 



Make allowance for severe storms, which are generally of short duration. 



138 



TILE PIPE CULVERTS. 



TUe Pipe Culverts. (Fig. 38.) 
4 feet of embankment on top. 



Tile pipe must have at least 







TABLE 64.— 


APPROXIMATE COST. 




Inner 


Min. thick- 


Min. 

length 

laid. 


Depth of 


Annular 


Weight per 


Appiox. 

cost per 

ft. 


Rip-rap walls for 
ends when re- 


diam. 


ness shell. 


socket. 


space. 


lin. ft. 


quired (Fig. 38), 
cu. yd. 


In. 


In. 


In. 


In. 


In. 


Lb. 






4 


1 


24 


2 


1 


10 


$0.10 




6 


5 


24 


2h 


5 


16 


0.131 




8 


3 


30 


21 


5 


25 


0.171 




10 


1 


30 


21 


5 


37 


0.22 




12 


1 


30 


3 


5 
8 


45 


0.27 


8 


15 


u 


30 


3 


5 

8 


76 


0.46 


9 


18 


n 


30 


31 


5 
8 


118 


0.63 


10 


20 


1! 


30 


31 


5 

8 


138 


1.10 


11 


24 


2 


30 


4 


5 

8 


190 


1.37 


12 



Excavating, laying, and refilling extra. 



CROSS SECTION 





Outlet End Inlet End 

I 

PIPE CULVERTS 

Fig. 38. 



CONCRETE PIPE CULVERTS. 139 

Concrete Pipe. — The great expense in placing concrete pipes 
in embankments and the question of repairs in case of failure 
calls for some discretion in their use. The pipe should be of the 
best quality, very dense and impervious to water hs, much as 
possible; any veins or seams that will pass water will cause dis- 
turbance later when laid. 

Careful attention must be given the foundation; the pipes 
before being laid should be carefully examined to avoid placing 
cracked or defective ones in the culvert. End walls and end of 
pipes should be carried down far enough to be protected from 
frost. In laying pipes, where a solid even bed could not be 
obtained, old 2'' planks have been used to provide a bed and old 
ties where the foundation is soft. 

Concrete pipe may fail under the track in fills under 6 ft. high 
from base of rail to top of pipe, and in fills over 14 ft. high; be- 
tween 6 ft. and 14 ft. the concrete pipe is satisfactory. Triangu- 
lar concrete pipe seldom fails, and should be used in shallow fills 
under 4| ft. from top of pipe to base of rail, or cast iron pipe 
should be used. 

Where the waterway is large and two pipes may be necessary, 
driftwood may block up the small opening at the inlet, and con- 
crete arch culverts in such cases are preferable. 

Double pipes are sometimes used also in shallow fills; this is 
not recommended as a rail top culvert is much better. 

For side culverts under road crossings, tile pipe or corrugated 
iron pipes are less expensive than concrete. The load to be 
carried does not warrant the more expensive concrete pipe. 

The idea of limiting the depth of concrete pipe is that in 
case of failure pipes can be more readily replaced with less delay 
and expense. 

In hard pan where boulders appear, it may be necessary to 
dress off and level up with grout or lean concrete so as to make a 
satisfactory bed if it will cost less than removing the boulders, 
filling and tamping up so as to avoid future settlement especially 
under heavy fills. If the depth is over ten feet probably an arch, 
under such circumstances, would be more economical. 

Every precaution must be taken to prevent the working of 
water underneath the pipe which will destroy the bed and allow 
the pipe to settle. 



140 



COST OF CONCRETE PIPE. 



TABLE 65. — APPROXIMATE COST CONCRETE PIPE PER LINEAL FOOT. 

(Mixture : 1 cement, 2 sand, and 3 broken stone.) 



Inner 
diam. of 


Pipe 

lengths, 

ft. 


Weight in lb. at 130 
per cu. ft. 


Cu. ft. per 
lin. ft. 


Thickness 
of pipe. 


Approx. 

cost per lin. 

ft. 


Rip-rap 

for end 

walls when 


pipe, in. 


Per Un. ft. 


Per length. 


required 

extra, 
cu. yds. 


18 
24 
30 
36 


3.0 
3.0 
2.6 
2.5 


150 
300 

430 
550 


450 
900 

1075 
1375 


1.15 

2.3 

3.3 

4.25 


2f 
31 
4i 
5^ 


SO. 50 
1.00 
1.45 
1.90 


3 
4 
5 

6 



Excavating, laj-ing, and refilling extra. 



BILL OF CUL^'ERT PIPES REQUIRED FOR DIFFERENT HEIGHTS OF 

EMBANKMENTS. 



24" 
30" 
36" 



Ht. from base of rail to invert 
No. lin. ft. of culvert pipe req. 
Ht. from base of rail to invert 
No. lin. ft. of culvert pipe req. 
Ht. from base of rail to invert 
No. lin. ft. of culvert pipe req. 



6'10" 


7'10" 


8'10" 


9'10" 


lO'lO" 


U'lO" 


12'10" 


13'10" 


30' 


33' 


36' 


39' 


42' 


45' 


48' 


51' 


7' 4" 


8' 4" 


9' 4" 


10' 4" 


11' 4" 


12' 4" 


13' 4" 


14' 4" 


30' 


32' 6" 


35' 


40' 


42' 6" 


45' 


47' 6" 


50' 


8' 0" 


9' 0" 


10' 0" 


11' 0" 


12' 0" 


13' 0" 


14' 0" 


15' 0" 


.30' 


32' 6" 


35' 


40' 


42' 6" 


45' 


47' 6" 


50' 



54' 

15' 4" 
55' 

16' 0" 
55' 



24" 
30" 
36" 



Ht. from base of rail to invert 
No. lin. ft. of culvert pipe req. 
Ht. from base of rail to invert 
No. lin. ft. of culvert pipe req. 
Ht. from base of rail to invert 
No. lin. ft. of culvert pipe req. 



15'10" 


16'10" 


17'10" 


18'10" 


19'10" 


57' 


60' 


63' 


66' 


69' 


16' 4" 


17' 4" 


18' 4" 


19' 4" 


20' 4" 


57' 6" 


60' 


62' 6" 


65' 


67' 6" 


17' 0" 


18' 0" 


19' 0" 


20' 0" 


21' 0" 


57' 6" 


60' 


62' 6" 


65' ' 


70' 



20'i0" 
72' 

21' 4" 
72' 6" 
22' 0" 
72' 6" 



21'10' 
75' 

22' 4' 
75' 
23' 0' 



22'10" 
78' 

23' 4" 
77' 6" 
24' 0" 
77' 6" 



24" 
30" 
36" 



Ht. from base of rail to invert 
No. lin. ft. of culvert pipe req. 
Ht. from base of rail to invert 
No. lin. ft. of culvert pipe req. 
Ht. from base of rail to invert 
No. lin. ft. of culvert pipe req. 



23'10" 


24'10" 


25'10" 


26'10" 


27'10" 


81' 


84' 


87' 


90' 


93' 


24' 4" 


25' 4" 


26' 4" 


27' 4" 


28' 4" 


80' 


82' 6" 


87' 5" 


90' 


92' 6" 


25' 0" 


26' 0" 


27' 0" 


28' 0" 


29' 0" 


80' 


85' 


87' 6" 


90' 


92' 6" 



28'10" 
96' 

29' 4" 
95' 

30' 0" 
95' 



29'10" 
99' 
30' 4" 

97' 6" 



30'10' 
102' 



MATERIAL REQUIRED FOR MORTAR FOR 100 JOINTS OF PIPE. 

For 24" diam. is required 3 bbl. cement and 0.4 cu. yd. sand. 
For 30" diam. is required 4 bbl. cement and 0.5 cu. yd. sand. 
For 36" diam. is required 6 bbl. cement and 0.75 cu. yd. sand. 



BILL OF RIP-RAP AT TWO ENDS. 

For 24" pipe is required 4 cu. yd. 
For 30" pipe is required 5 cu. yd. 
For 36" pipe is required 6 cu. yd. 



TRIANGULAR CONCRETE PIPE. 



141 




^■-2 0-H 24 CONCRETE CULVERT 
SECTION 



i«-i'A|«-iV»; 




36 CONCRETE CULVERT 
SECTION 



Fig. 39. C. P. R. Standard Concrete Pipe. 






Triangular concrete pipes are to be 
'^' M^' Mini mum used when the depth of cover is less 
than 4 ft. 6 in., and generally depth 
should not be less than 1 ft. 6 in. 

In special cases, however, the pipe 
may be brought closer to the rail, with 
the arrangement of ties shown. 




ARRANGEMENT OF TIES 
When depth of cover is less than 1 6 




Fig. 40. C. P. R. Triangular Concrete Pipe. 



142 



CAST-IRON CULVERTS. 



TABLE 66. 
Comparative Cost of Installing Three Types of Culverts. 



4J' Top of C. to B. of R. 



Items. 



Supporting track 

Excavation and backfill 
Culvert material 



Handling, laying, store 
charges and hardware 

End walls 

Rip-rap and paving 

Contingencies 

Total cost 



24 tri. con. pipe. 



45 cu. yds. 
32 lin. ft. 



3 cu. yds. 



$1.00 
1.00 



10.00 



24-in. cast-iron pipe. 




$1.00 
38.00 
perT. 


$55 

40 

171 

38 

29 


40 cu. yds. 
36 lin. ft. 












$330 



2 ft. X 2 ft. wood box. 



60 cu. yds. 
4000 F. B. M. 

$25 M.) 



$55 

60 

100 



40 



25 



Comparative Cost or Installing Three Types of Culverts. 20' Top of C. to B. of R. 



Items. 



Supporting track 

Excavation and backfill 
Culvert material 



Handling, laying, store 
charges and hardware 

End walls 

Rip-rap and paving 

Contingencies 

Total cost 



30 in. con. pipe. 



225 cu. yds. 
80 lin. ft. 



5 cu. yds. 



$1.00 
1.45 



10.00 



$150 
225 
116 



75 
50 
15 
61 

$692 



30-in. cast-iron pipe. 



220 cu. yds. 

84 lin. ft. 



$1.00 
38.00 
perT. 



$150 
220 
513 



92 



SI 050 



2 ft. X 4 ft. wood box. 



250 cu. yds. 
11,000 F. B. M 

(S25 M.) 



SI 



$150 
250 
280 



90 



7 
?840 



Cast-iron Pipe Culverts. — Cast-iron pipe must have at least 
10 feet of embankment and preferably not over 25 feet. 



TABLE 


67. — APPROXIMATE 


WEIGHT OF 


LEAD 


AND YARN PER JOINT. 


Diam. 


3 in. 


4 in. 


6 in. 


8 in. 


10 in. 


12 in. 


14 in. 


16 in. 


20 in. 


24 in. 


Lbs. 

Lead. . . 
Yarn. . . 


7.25 
0.11 


8.75 
0.12 


11.75 
0.19 


15 
0.25 


18 

0.30 


21.5 
0.35 


33 
0.40 


37.25 
0.45 


41.5 
0.6 


53.5 

0.68 



TABLE 



CAST-IRON PIPE, APPROXIMATE COST, ETC. Bell and spigot joint. 



Size inner 
diam. pipe. 



In. 
4 

6 

8 
10 
12 
14 
16 
18 
20 
24 



Length o 


[ pipe. 


Over all. 


Laid. 


Ft. In. 


Ft. 


12 4 


12 


12 4 


12 


12 4 


12 


12 4 


12 


12 4 


12 


12 5 


12 


12 5 


12 


12 5 


12 


12 5 


12 


12 5 


12 



Weight in lbs. per 



Ft. laid. 



22 

36 

53 

73 

95 

119 

147 

176 

208 

282 



Length. 



264 

432 

636 

876 

1140 

1428 

1764 

2112 

2496 

3384 



Thickness 
of pipe. 



In. 



2 
9 

16 
5 



4 

13 
16 

11 
29 
"S"2 



Cost per ft. 

at S35 per 

ton. 



$0.39 
0.63 
0.93 
1.28 
1.66 
2.09 
2.57 
3.08 
3.64 
4.93 



Rip-rap for 
end walls 

when 
required. 
(Fig. 38.) 



Cu. yds. 



9 
10 
11 
12 



CEDAR BOX CULVERTS. 



143 



Cedar Box Culverts. (Fig. 41.) — To be used only when pipe 
or concrete culverts cannot be placed economically. In sand 
enbankments use side frames as shown in dotted lines. 

TABLE 69. — APPROXIMATE COST, ETC. 







Ft. 


Cost at 
$30 per M. 


Paving, 


Cost at 


Iron, 


Cost at 


Approx. 


Size. 


Kind. 


B.M. 


sq. yd. 


$2 per 


lbs. 


5 cts. 


cost per ft. 






per ft. 


per ft. 


sq. yd. 


per ft. 


per lb. 


complete. 


Ft. 














Cts. 




2X4 


Single 


90 


$2.70 


0.5 


$1.00 


6 


30 


$4.00 


2X4 


Double 


150 


4.50 


1.0 


2.00 


10 


50 


7.00 


4X4 


Single 


175 


5.25 


0.5 


1.00 


15 


75 


7.00 


4X4 


Double 


275 


8.25 


1.0 


2.00 


20 


180 


11.25 



Sheet pile at ends when scouring is likely to occur. 
Excavating and refilling extra. 



1- 



L. 



1 



Sheet 




DOUBLE BOX 




SINGLE BOX 



Fig. 41. Wood Box Culverts. 



144 



STONE BOX CULVERTS. 




END VIEW 



SECTION 




LONGITUDINAL SECTION 

Fig. 42. Stone Box Culverts. 



TABLE 70. — APPROXIMATE COST, ETC. 
Materul: Rubble Masonbt, in Cement Mortar. 



Body. 


Paving. 


Total 


Add for 2 end wing walls. 
































cost 










Total 


Size. 


Cu. 

yd. 

per Im. 

ft. 


Cost at 
$8 per 
cu. yd. 


Sq. 

yd. 

per lin. 

ft. 


Cost at 
$1.50. 


per lin. 
ft. 


Cu. 
yds. 


Cost at 

$8. 


Rip- 
rap, cu. 
yds. 


Cost at 
$2 per 

yd. 


cost for 

2 end 

walls, 

etc. 


Ft. 








Cts. 














3X3 


1.10 


S8.80 


0.30 


45 


S9.25 


/ 


S56.00 


8.00 


$24.00 


$88.00 


3X4 


1.50 


12.00 


0.30 


45 


12.45 


12 


96.00 


9.00 


27.50 


123.00 


4X4 


1.75 


14.00 


0.40 


60 


14.60 


12 


96.00 


10.00 


30.00 


126.00 


4X5 


2.0 


16.00 


0.50 


75 


16.75 


19 


152.00 


12.00 


36.00 


188.00 


5X5 


2.25 


18.00 


0.50 


75 


18.75 


19 


152.00 


12.00 


36.00 


188.00 


5X6 


2.5 


20.00 


0.60 


90 


20.90 


27 


216.00 


14.00 


42.00 


258.00 



Excavating and refilling extra. 



RAIL CONCRETE CULVERTS. 



145 



Rail Concrete Culverts. — For permanent structures where 
there is insufficient head-room for culvert pipes or concrete arch 
culverts, rail concrete culverts are used. Figs. 43, 44, 45 and 46. 

The spans given are from 4 to 10 feet, the arrangement con- 
sisting of concrete retaining walls, sloped with the bank, with 
concrete reinforced floor over, 10 to 12 inches thick, the rein- 
forcement being old rails embedded in the concrete at about 12- 
inch centers. The floor is paved with field stones, and the ends 
of walls rip-rapped when necessary, or concrete is used for floor 
and end walls, either plain or reinforced. 



SINGLE RAIL CONCRETE CULVERTS 









l^HA 





. . ;. 56Ib. RaU /^/'^ 

m r 



1 -fli^o'A^. 



U-l'9*Ul-9J42il2-i-12Ji2^-12-!i- 



-^A. 



mm 



I rJt<2-'0°4!^ 



r^ 



--J 34'' Rods 5'0"lg. x| 

— ^ — 18-?center8r-^jrj¥ir"_j^r:Lr 

Zl -,-, 

9 3 miiu 



I "^ Sheet Piling if necessary 
M-Oi|< ^k 9-6- 



4 FT. CULVERT 



Fig. 43. 



B=1J^A 



Base of Rail 




6 FT. CULVERT 



Fig. 44. 



146 



RAIL CONCRETE CULVERTS. 



B = 1KA 



Use o fRitt^ 




8 FT. CULVERT 

Fig. 45. 




. 10 FT. CULVERT 

Fig. 46. 

Single-rail Concrete Culverts. — These culverts to be used only 
where there is insufficient head room for culvert pipes or con- 
crete arch culverts. 

The culverts should not be loaded before the concrete has set, 
the minimum time allowed being two weeks. 

The quantity and arrangement of rip-rap at ends may be modi- 
fied by the division engineer to suit the varying conditions of the 
ground. y 

The ingredients for concrete will consist of one part Portland 
cement, three parts of clean sharp sand and five parts broken 
stone. 

Rails shown are 56 lb. scrap rails, but any heavier suitable 
section may be used. 



QUANTITIES IN SINGLE-RAIL CONCRETE CULVERTS. 147 
Single-Rail Concrete Culverts (Figs. 43, 44, 45 and 46). 











TABLE 


71.- 


-BILL 


OF 


MATERIAL. 














4-ft. culvert. 


6-ft. culvert. 


H. 


Con- 
crete. 


Old 


scrap rails at 
56 lb. 


ReiDforcing 
bars. 


H. 
in 

ft. 


Con- 
crete. 


Old 


scrap rails at 
56 1b. 


Reinforc- 
ing bars. 


in 
ft. 


No. 


L'gth. 


Wt.in 
lb. 


No. 


Wt.in 
lb. 


No. 


L'gth. 


Wt.in 
lb. 


No. 


Wt. 
in lb. 




Cu. yd. 




Ft. In. 








Cu.yd. 


Ft. In. 






2 


17.3] 


16 

2 


6 6 

22 


|2760 


21 


160 


2 


20.8 < 


16 

2 


8 6 
22 


[336O 


21 


220 


3 


22.8 1 


16 

2 


6 6 
25 


j-2880 


23 


170 


3 


25.8] 


16 

2 


8 6 
25 


[348O 


23 


240 


4 


28.3 1 


16 
2 


6 6 

28 


[3000 


25 


190 


4 


31.8] 


16 

2 


8 6 
28 


[36OO 


25 


260 
















5 


37.8] 


16 
2 


8 6 
31 


[3720 


27 


280 
















6 


43.8] 


16 

4 


8 6 
19 


[398O 


29 


300 






8-1 


t. culvert. 


10-ft. culvert. 


H. 


Con- 
crete. 


Old 


scrap rails at 
56 1b. 


Reinforc- 
ing bars. 


H. 

in 
ft. 


Con- 
crete. 


Old 


scrap rails at . 
56 1b. 


Reinforc- 
ing bars. 


in 

ft. 


No. 


L'gth. 


Wt.in 
lb. 


No. 


Wt.in 
lb. 


No. 


L'gth. 


Wt.in 
lb. 


No. 


Wt. 
in lb. 




Cu. yd. 


Ft. In. 










Cu. yd. 




Ft. In. 








3 


30.0 ] 


16 

2 


10 6 

22 


>3960 


21 


280 


4 


41.2] 


16 

2 


12 6 
25 


[4700 


23 


380 


4 


36.5] 


16 

2 


10 6 
25 


J 4070 


23 


310 


5 


48.7] 


16 

2 


12 6 
28 


[48OO 


25 


410 


5 


43.3 ] 


16 

2 


10 6 

28 


[ 4200 


25 


340 


6 


56.6] 


19 

2 


12 6 
31 


[4900 


27 


450 


6 


50.0 1 


16 

2 


10 6 
31 


I 4320 


27 


370 


7 


64.8] 


16 
4 


12 6 
19 


[5150 


29 


480 


7 


57.6 ] 


16 
4 


10 6 
19 


>4520 


29 


390 


8 


73.4] 


16 
4 


12 6 
21 6 


[5350 


31 


510 


8 


66.0 I 


16 
4 


10 6 
21 6 


[4750 


31 


420 


9 


82.4] 


16 

4 


12 6 
23 


[5450 


33 


550 


... 














10 


92.2] 


16 
4 


12 6 
24 6 


[5550 


35 


58a 



H = the clear height of the culvert on the center line; for 
example, for the 8-ft. culvert shown, Fig. 45, the height is 3 ft. 
and the quantities for this height from Table 71 are as follows: 

30 cu. yds. concrete. 
3960 lbs. old scrap rail. 
280 lbs. reinforcing bars. 



148 



DOUBLE-RAIL CONCRETE CULVERTS. 



Double-Rail Concrete Culverts. — These double culverts are 
to be used where the headway is too limited for a single span, and 
where there is no objection to a center wall. (Figs. 47 and 48.) 

The culvert should not be loaded before the concrete has set, 
the minimum time allowed being tw^o weeks. 

The quantity and arrangement of rip-rap at ends may be 
modified by the division engineer to suit the varying conditions 
of the ground. 

The ingredients for concrete will consist of 1 part Portland 
cement, three parts of clean sharp sand, and five parts broken 
stone. (1:3: 5.) 

Rails showm are 56-lb. scrap rails, but any heavier suitable 
section may be used. ' • 



t^ 



-ll'3K- 



-^ 



•' l'6' , .J- , ^'^'/} *^ 1 .-. I's' 
* I I I =1 III l\ II 




I 

I I 

4 LJ 

I I I 



illng!E3H 






ITR 



t::!::::::^ 



5G ^ Rail|20'C longj 



SGfrRaU 



-B*13^-A jJ . 

nun.,''! 









%^° 



k- 



li-'t-' 



l'9'l'6'^l-"---'6'. 4.* = 

l?v^ -■Xl;^::^l;:::^:r:^^^I-;^v^ f'X 



'0' 



^^/oG^Rail '-O'Clorig 
iL[ 2 'O" centers 1- 



> J ■ 

— n •. 



L..J 

8 FT. DOUBLE CULVERT 

Fig. 47. 

BILL OF MATERL\L. 



(^ Sheet Piling if Neoessaiy J 



8 Ft. Double Culvert, Fig. 47. 



Height in feet. 


Concrete, 




Old scrap rails. 




cu. yds. 


Number. 


Length. Weight, lbs. 


3 


56.2 


33 

2 
1 


20' 6" 

22' 0" 

21' 6" 


13,880 


4 


65.9 


34 
2 

1 


20' 6" 

25' 0" 
21' 6" 


14,340 


5 


75.8 


36 
2 
1 


20' 6" 

28' 0" 
21' 6" 


15,230 


6 


85.6 


37 
2 

1 


20' 6" 

31' 0" 
21' 6" 


15,736 


7 


96.4 


39 
4 
1 


20' 6" 

19' 0" 16,744 
21' 6" 


8 


107.9 


40 
5 


20' 6" 

21' 6" 17,290 



QUANTITIES IN DOUBLE-RAIL CONCRETE CULVERTS. 149 



'^ ^' Ba se ot Ran \°- '^ 






K— Sio'b-4^^ J:^yii^o{o^V^.# 



fie ■( ■^■s.^ ' ^ 



2L L. 






56 ff Rail 24 6 long ] 



-B*l^-A- 



-^ 12' 






fope ^'■in-lY-i= I 



s^.' 

%%'■' 




'i i::S ?t 56 # Rail 24 6 long I 3 



•— _^^1__ ap 



y,?ilL 2'o'centers J 1^ 
;|< 1 0l9:miii. J I 

::._:z:z3:::]g 
1. 



-N: 

IJ Sheet Piling if Necessary ' J 



10 FT. DOUBLE CULVERT 

Fig. 48. 
C. P. R. Standard Concrete Rail Culverts. 



BILL OF MATERIAL. 

10 Ft. Dotjble Culvert, Fig. 48. 





Concrete, 
cu. yds. 


Old scrap rails. 


Height in ft. 


Number. 


Length. 


Weight, lb. 


4 


75.2 


34 

2 
1 


24' 6" 

25' 0" 
21' 6" 


16,856 


5 


86.2 


36 

2 
1 


24' 6" 

28' 0" 
21' 6"! 


17,920 


6 


97.5 • 


37 
2 
1 


24' 6" 

31' 0" 
21' 6" 


18,480 


7 


109.1 


39 
4 
1 


24' 6" 

19' 0" 
21' 6" 8 


19,656 


8 


121.1 


40 
5 


24' 6" 

21' 6" 


20,272 


9 


133.5 


42 
4 

1 


24' 6" 

23' 0" 
21' 6" 


21,336 


10 


146.7 


47 
1 


24' 6" 

21' 6" 


21,896 



Height in feet refers to the clear opening of the culvert on the 
center line, for example, Fig. 47, for the 8-ft. double culvert the 
height is 3 ft. and the quantities from the table are as follows : 

56.2 cu. yds. concrete. 
13,880 lbs. old scrap rail. 



150 REINFORCED CONXRETE CrL\'ERTS. 

Reinforced Concrete Box Culverts. (Fig. 49.) — Double box 
culverts are used in all cases where the span is equal to or greater 
than twice the height: the use of single box culverts beyond these 
proportions materially increases the cost. 

The top and bottom slabs are made the same thickness with 
transverse reinforcement near the inner face and longitudinal 
shrinkage rods |-inch diameter spaced at 2-foot centers, just 
above and below the transverse bars. The side walls are rein- 
forced in a similar manner near the inner face. Fortj'-five de- 
gree fillets are placed at all corners. The bottom slab extends 
for a distance equivalent to one-half of the height at each end 
and terminates in a baffle wall 1 foot thick and extending at least 
3 feet below the bottom of slab at the downstream end .and 2 feet 
at the upstream. The side walls extend to the ends of bottom 
slab and are cut off at a slope of Ij to 1. The cover slabs have a 
cm-b 4 inches high at each end equal in width to thickness of 
cover slab. The length of the cover slabs are in general made 
equal to three times the depth of fill plus 18 feet for single track. 
All square corners have a bevel of 1 inch. The slopes of culvert 
bottoms are made not less than 1 per cent. 

The table is for values of '' TV " (the average depth of fill) not 
greater than 10 feet. For values of ''' W " greater than 10 feet 
the top, bottom and side waUs are increased as foUows: 

1 inch when W equals 10 feet to 20 feet. 

2 inches when W equals 20 feet to 30 feet. 

3 inches when W equals 30 feet to 40 feet. 

4 inches in all cases when W is greater than 40 feet. 

The same size, length and spacing of bars are used for all 
values of "W," the extra strength required being furnished by 
the increased thickness of slabs. 

NOTES. 

1. Unless special permission is obtained side walls as follows: 1 in. when W equals 
double box culverts will be used in all cases 10 to 20 ft.; 2 in. when W equals 20 to 30 ft.; 
where span is equal to or greater than twice 3 in. when W equals 30 to 40 ft.; 4 in. when 
the height. Use of single box culverts be- W is greater than 40 ft. Use same size, 
yond these proportions materially increases length and spacing of rods for all values of W. 
the cost. " 7. Where piles are necessarj- an approved 

2. Use plain round rods for reinforcements. special plan shall be used. 

3. Place surface rods 1§ in. from surface 8. Slope of culvert shall be not less than 
of concrete. 1.0 per cent. 

4. Use concrete with the following formula: 9. Bevel all square comers 1 in. 

1 cement, 2^ sand. 5 crushed rock (or gravel). 10. Where special conditions render de- 
Particles of crtished rock or gravel shall not piarture from the standard ad\'isable the de- 
exceed 1 in. in anv dimension. sired changes must be indicated in crayon 

5. Distance from base of rail to top of on a blue print and submitted to the Lhiet 
concrete shall be not less than 12 in. Engineer Maintenance of Way for approval 

6. For values of W greater than 10 ft. prior to the commencement of work, 
increase the thickness of top, bottom and 



REINFORCED CONCRETE CULVERTS. 



151 




w ^ ^ o 



152 DIMENSIONS. SINGLE AND DOUBLE BOX CULVERTS. 



TABLE 72. — TABLE OF QUANTITIES AND DIMENSIONS FOR SINGLE AND 

DOUBLE BOX CULVERTS. 

(Fig. 49.) 

Quantities and Dimensions for Single and Doui:le Box Culverts for Values of " PT" 
NOT Greater than 10 Ft. (See Note 6.) 



Height inside (feet) 
Clear span (feet) . . . 



0) 


tn 


T! 


^ 






O! 


is 


(H 




o; 


* 






c 


cr) 


<u 


& 


U 






Thickness (in.) 

Dia. of rods (in.) 

Spacing of rods (in.) 

Length of rods, single cul- 
vert 

Length of rods, double cul- 
vert 



Thickness (in.) 

Dia. of rods (in.). . . . 
Spacing of rods (in.). 
Length of rods 



Thickness (in.) 

Dia. of rods (in.). . . . 
Spacing of rods (in.). 
Length of rods 



Shortest rod 

Dif. between rods (in.). 
Longest rod 



6^ 
3'10" 

T 4" 



6 



6^ 
3'10" 



24 
3'10" 



O'lO" 

4 
3' 6" 



/ 
5' 

97' 

7 

3 
4 

10 
4'2' 

7 
1 

2 

24 
4'2' 



1' 

6 

3'6' 



10 

7 
8 

' 2 

6' 2' 
ll'lO' 



15 
4' 6' 



24 
4' 6' 



1' 3' 

10 

3' 9' 



12 

8 

61 

7' 4" 
14' 1" 



9 



16 
4' 10' 



24 
4' 10' 



1' 5' 
11 



15 
1 
6i 

9' 8" 

18'7" 



11 

1 

24 

5' 4' 



11 

2 

24 

5' 4' 
1' 7' 

16 
4' 3' 



3 
10 



18 
1 

12' 
23' 1' 



13 
1 

24 
5' 10' 



13 



24 
5' 10' 



1' 10' 

16 
4' 6' 



20 
1 
5 

14'4" 

27'7" 



15 
1 

24 
6' 2' 

15 

X 
2 

24 
6' 2' 

2' 

16 
4' 8' 



3 
14 



22 
1 • 

16' 8" 
32' 1" 



17 
1 

24 
6' 6' 



17 
1 

2 

24 
6' 6' 



2' 2' 

16 

4' 10' 



6 
1 

9| 
4' 2" 
7'10" 



7 
4'10' 



24 
4'10' 
O'lO' 

*2 

4' 7' 



7 
5' 2' 
9'10' 



Height inside (feet) 
Clear span (feet) . . . 



=a 









Thickness (in.) 

Dia. of rods (in.). . . . 
Spac'g of rods (in.). . 
Length of rods, single 

culvert 

Length of rods, 

double culvert. . . . 



Thickness (in.) 

Dia. of rods (in.). . . . 
Spac'ng of rods (in.), 
Length of rods 



Thickness (in.) 

Dia. of rods (in.). . . . 
Spac'ng of rods (in.) . 
Length of rods 



Shortest rod 

Dif. betw. rods (in.) 
Longest rod 



4 

5 

10 

7 
8 

' 2 

6'4' 
12'1' 



9 

7 
8 

10 

5' 6' 

9 

2 

24 

5' 6' 

1' 3' 

6J 

4' 6' 



12 



7' 6' 
14' 4' 



10 



11 
5' 10' 



10 

1 

2 

24 
5' 10' 



1' 4' 

71 

5' 1' 



15 
1 
6i 

9'10" 

18'10" 



12 

1 

16 

6' 4' 



12 

i 

2 

24 
6' 4' 



1' 8' 
11 

5' 4' 



4 
10 



18 
1 

12' 2" 
23' 4" 



14 
1 

18 
6' 10' 



14 



24 
6' 10' 



1' 10' 

12 
4' 10' 



4 
12 



20 
1 
5 

14' 6' 

27'10' 



16 
1 

20 

7' 2' 



16 

i 

2 

24 
7' 2' 



2' 

13 
5' 3' 



22 
1 

4i 

*2 

16'10" 
32' 4" 



18 
1 

22 
7' 6' 



18 



24 
7' 6' 



2' 2' 

15 
5' 11' 



9i 
5'6" 
10'4" 



10 

I 

8 

7i 

' 2 

10 
1 

2 

24 
6' 2" 



r 1" 

5 
5' 8" 



12' 4' 



10 



7i 

' 2 

6' 6' 



10 
1 

3 

24 
6' 6' 



1' 3' 

5 
5' 10' 



12 

7 

6^ 

7' 8' 
14' 7' 



11 

7 
« 

8 
6' 10' 



11 

24 
6' 10' 



1' 5' 

5 
6' 



15 
1 
6^ 

9'10" 

18'10" 



12 

1 

10 

7' 4" 



12 

i 
24 

7' 4" 



1' 7' 

7 
6' 3' 



DIMENSIONS. SINGLE AND DOUBLE BOX CULVERTS. 153 



TABLE 72 (Continued). — TABLE OF QUANTITIES AND DIMENSIONS FOR 
SINGLE AND DOUBLE BOX CULVERTS. 

(Fig. 49.) 



Height inside (feet) 
Clear span (feet) 



m 


o 


O 


H 








w 




ri 


0) tn 


01 


"^^ 


g 


^1 


Q 




u> 








a o3 




6^ 








Thickness (in. ) 

Dia. of rods (in.). . . 

Spac'g of rods (in.) . 

Length of rods, sin- 
gle culvert 

Length of rod, 
double culvert 



Thickness (in.) 

Dia. of rods (in.). . . 
Spac'ng of rods (in.) 
Length of rods 



Thickness (in.). . . . 
Dia. of rods (in.). . 
Spac'g of rods (in.) . 
Length of rods 



Shortest rod 

Dif. betw. rods (in. 
Longest rod 



5 
10 



18 
1 

12' 2' 
23' 4' 



14 
1 
12 
7' 10' 



14 



24 

7' 10' 



1' 10' 

8 
6' 6' 



5 
12 



20 
1 
5 

14' 6' 

27'10' 



16 
1 

14 
8' 2" 



16 



24 
8' 2' 



2' 1' 
9 

/ 7' 



5 
14 



22 
1 

16'10' 
32' 4' 



18 

1 

16 

8' 6' 



18 



24 
8' 6' 



2' 2' 

11 
6' 9' 



91 

5'10' 

lO'lO' 



12 

8 

7' 2' 



12 



24 

7' 2' 



1' 

4 
6' 4' 



10 

7 
8 

' 2 

6'10' 
12'10' 



12 



6^ 

7' 6' 



12 



24 
7' 6' 



1' 2' 

4 
6' 6' 



12 

7 
8 

6i 

7'10' 

14'10' 



12 



T 10' 



12 



24 
7' 10' 



1' 4' 
4 

6' 8' 



15 
1 

6i 

10'2" 
19'4" 



14 
1 
9 

V 4' 



14 

2 

24 

1' 9' 
6 

7' 3' 



6 
10 



18 
1 
5i 

12' 6" 

23'10" 



16 
1 

10 
8' 10" 



16 



24 
" 10' 



1' 11" 

6 
6' 11" 



12 



20 
1 
5 

14'10" 

28' 4" 



18 - 
1 

11 
9' 2' 



18 



24 
9' 2' 



2' 1' 

7 
7' 4' 



6 
14 



22 
1 

*2 

17' 2" 
32'10" 



20 

1 

12 

9' 6' 



20 
i 

2 

24 
9' 6' 



2' 2" 

8 
7' 6" 



Height inside (feet) 
Clear span (feet) . . . 



=8 



m 


H 












® 03 


T3 — 


S 


^1 


P 








t-. 




a> • 




-^Z5 




CI ^ 




6^ 






Thickness (in.) 

Diam. of rods (in.) 

Spac'g of rods (in.) 

Length of rods, single cul- 
vert 

Length of rods, double 
culvert 



Thickness (in.) . . . . 
Diam. of rods (in.) . 
Spac'g of rods (in.) . 
Length of rods 



Thickness (in.) 

Diam. of rods (in.). 
Spac'g of rods (in.) . 
Length of rods 



Shortest rod 

Dif. betw. rods (in.). 
Longest rod 



8' 6" 
15'10" 



16 
1 
6 
9' 10' 



16 

1 

2 

24 
9' 10' 



1' 4' 

4 
9' 



15 
1 

^ 

10' 6' 
19'10' 



16 

1 

6 

10' 4' 



16 
1 

2 

24 
10' 4' 



1' 8' 

4 
9' 4' 



10 



18 
1 

5i 

12'10' 
24' 4' 



18 
1 

6f 
lO'lO' 



18 



24 
lO'lO' 



2' 



12 



20 
1 
5 

15' 2' 

28'10' 



20 
1 

7 
11' 2' 



20 



24 
11' 2' 



2' 

4i 

^2 

9' 6' 



14 



22 
1 

4i 

*2 

17' 6" 
33' 4" 



22 
1 

7i 

• 2 

11' 6' 



22 



24 
11' 6' 



2' 1' 

5 
10' 



10 



15 
1 

lO'lO" 
20' 4" 



18 
1 

12' 4" 



18 



24 
12' 4" 



no" 

3i 
11' 2" 



10 
10 



18 
1 
51 

12'10" 

24' 4" 



18 
1 

5i 
12'10" 



18 
1 

2 

24 
12'10' 



2' 
11' 4' 



10 
12 



20 
1 
5 

15' 2" 

28'10" 



20 
1 

6i 
13' 2" 



20 

1 

2 . 

24 
13' 2" 



2' 3" 

4 
11' 3" 



10 
14 



22 
1 

*2 

17' 6" 
33' 4" 



22 
1 

' 2 

13' 6" 



22 



24 
13' 6' 



2' 2" 

5 
11' 9" 



154 QUANTITIES SINGLE AND DOUBLE BOX CULVERT. 



TABLE 72 (Continued). — TABLE OF QUANTITIES AND DIMENSIONS FOR 
SINGLE AND DOUBLE BOX CULVERTS. 

(Fig. 49.) 

Shrinkage rods. All shrinkage rods are | in. diameter and spaced about 2 ft. c. to c. 
Where laps are necessary make them 3 ft. long. 



Height inside (feet). 
Clear span (feet) 



Steel per lin. ft., lb 

Cone, per lin. ft., cu. yd 

Add con. per lin. ft. for each 1 in. 

increase in thick'ss, cu. j'd 

Steel in 2 ends, lb 

Cone, in 2 ends, cu. yd 

Add. cone, in 2 ends for each 1 in. 

increase in thick'ss, cu. yd. . . . 



Steel per lin. ft., lb. 

Cone, per lin. ft., cu. yd 

Add. cone, per lin. ft. for each 1 

in. increase in thick'ss, cu. yd. 

Steel in 2 ends, lb 

Cone, in 2 ends, cu. yd 

Add cone, in 2 ends for each 1 in. 

increase in thickness, cu. yd. . 



34.0 
0.28 

0.06 
110 
2.2 

0.31 

52.8 
0.49 

0.09 
255 
4.4 

0.41 



46.3 
0.41 

0.07 
224 
3.0 

0.36 
76.9 
0.73 

0.10 
348 
5.0 

0.49 



61.8 
0.58 

0.08 
314 
4.0 

0.41 



104.9 
1.04 

0.12 
560 
6.7 

0.57 



77.0 
0.77 

0.09 
372 
5.2 

0.46 



135.2 
1.39 

0.14 
625 

8.6 

0.65 



117.0 
1.18 

0.11 

580 
7.5 

0.55 



215.1 
2.18 

0.17 

992 

2.19 

0.80 



164.0 
1.68 

0.13 

848 
10.5 

0.64 



303.9 
3.12 

0.20 
1392 
18.4 

0.95 



211.0 
2.20 

0.15 

994 

13.3 

0.73 



395.0 
4.07 

0.24 
1798 
24.3 

1.10 



265.0 
2.75 

0.16 
1238 
16.2 

0.82 



501.0 
5.14 

0.28 
2273 

28.7 

1.24 



46.4 
0.40 

0.07 
304 
3.4 

0.47 



64.8 
0.67 

0.10 
410 

4.8 

0.60 



59.0 
0.49 

0.08 
380 
4.3 

0.52 



90.1 
0.86 

0.11 
555 
6.7 

0.69 



Height inside (feet). 
Clear span (feet). . . . 





> 








3 




u 


o5 


<s 




bC 


'■^ 


c 






C3 


J/J 




3 


^ 


a 


® 



Steel per lin. ft., lb 

Cone, per lin. ft., cu. yd 

Add. cone, per lin. ft. for each 1 

in. increase in thick'ss, cu. j'd. 

Steel in 2 ends, lb 

Cone, in 2 ends, cu. yd 

Add. cone, in 2 ends for each 1 in. 

increase in thickness, cu. yd. . 



Steel per lin. ft., lb 

Cone, per lin. ft., cu. yd 

Add. cone, per lin. ft. for each 1 

in. increase in thick'ss, cu. yd. 

Steel in 2 ends, lb 

Cone, in 2 ends, cu. yd 

Add. cone, in 2 ends for each 1 in. 

increase in thick'ss, cu. yd. . . 



75.0 
0.66 

0.09 
487 
5.6 

0.58 



119.0 
1.18 

0.13 

738 
9.2 

0.80 



90.0 
0.88 

0.10 
592 
7.1 

0.65 



148.5 
1.55 

0.15 

906 

11.3 

90 



130.9 
1.30 

0.12 

864 

10.3 

0.74 



228.5 
2.35 

0.18 
1394 
17,7 

1.07 



175.0 
1.80 

0.14 
1104 
13.8 

0.89 



316.3 
3.32 

0.22 
1928 
24.1 

1.30 



220.0 
2.34 

0.15 

1376 
17.6 

1.00 



404.0 
4.32 

0.25 
2438 
29.9 

1.49 



274.0 
2.90 

0.17 
1680 
21.8 

1.12 



510.0 
5.42 

0.29 
3069 
37.6 

1.69 



76.0 
0.65 

0.09 
600 
6.4 

0.72 



108.0 
1.09 

0.13 
822 
9.2 

0.94 



93.0 
0.78 

0.10 
750 
7.5 

0.78 



139.0 
1.34 

0.14 
1038 
11.7 

1.05 



108.0 
0.98 

0.11 
857 
9.4 

0.86 



169.0 
1.72 

0.16 
1297 
15.0 

1.18 



154.0 
1.37 

0.12 
1224 
12.8 

0.99 



255.0 
2.46 

0.19 
1967 
21.1 

1.41 



QUANTITIES SINGLE AND DOUBLE BOX CULVERTS. 155 



TABLE 72 (Concluded). — TABLE OF QUANTITIES AND DIMENSIONS FOR 
SINGLE AND DOUBLE BOX CULVERTS. 

(Fig. 49.) 



Height inside (feet) , 
Clear span (feet) . . . . 



Steel per lin. ft., lb 

Cone, per lin. ft., cu. yd 

Add. cone, per lin. ft. for each 1 

in. increase in thick'ss, cu. yd. 

Steel in 2 ends, lb 

Cone, in 2 ends, cu. yd 

Add. cone, in 2 ends for each 1 in. 

increase in thick'ss, cu. yd 



Steel per lin. ft., lb 

Cone, per lin. ft., cu. yd 

Add. cone, per lin. ft. for each 1 

in. increase in thick'ss, cu. yd. 

Steel in 2 ends, lb 

Cone, in 2 ends, cu. yd 

Add. cone, in 2 ends for each 1 in. 

increase in thickness, cu. yd. . 



193.0 
1.90 

0.14 
1540. 
17.4 

1.14 



336.0 
3.46 

0.22 
2536, 
28.8 

1.66 



234.0 
2.44 

0.16 
1809 
22.0 

1.28 



422.0 
4.46 

0.26 
3091 
36.8 

1.90 



287.0 
3.03 

0.18 
2183 
27.0 

1.43 



524.0 
5.57 

0.29 
3946 
45,9 

2.14 



92.0 
0.81 

0.10 
860 
9.1 

0.95 



124.0 
1.36 

0.14 
1176 
12.8 

1.22 



109.0 
0.95 

0.11 
1038 
10.4 

1.02 



158.0 
1.63 

0.15 
1476 
15.5 

1.35 



126.0 
1.11 

0.11 
1190 
12.4 

1.10 



190.0 
1.92 

0.17 
1764 

18.8 

1.48 



170.0 
1.57 

0.13 
1610 
17.0 

1.28 



273.0 

2.78 

0.20 
2513 
26.4 

1.79 



213.0 
2.13 

0.15 
1954 
22.6 

1.45 



358.0 
3.82 

0.24 
3075 
36.4 



6 
12 



255.0 
2.69 

0.17 
2376 
28.2 

1.62 



444.0 
4.86 

0.27 
4076 
46.0 

2.37 



14 



309.0 
3.32 

0.19 

2784 
34.2 

1.80 



549.0 
6.03 

0.32 
4997 
56.5 

2.67 



Height inside (feet) , 
Clear span (feet) . . . . 



Steel per lin ft., lb 

Cone, per lin. ft., cu. yd 

Add. cone, per lin. ft. for each 1 

in. increase in thick'ss, cu. yd. 

Steel in 2 ends, lb 

Cone, in 2 ends, cu. yd 

Add. cone, in 2 ends for each 1 in. 

increase in thick'ss, cu. yd 



Steel per lin. ft., lb 

Cone, per lin. ft., cu. yd 

Add. cone, per lin. ft. for each 1 

in. increase in thick'ss, cu. yd. 

Steel in 2 ends, lb 

Cone, in 2 ends, cu. yd 

Add. cone, in 2 ends for each 1 in. 

increase in thick'ss, eu. yd 



177.0 
1.56 

0.13 
2202 
21.4 

1.69 



245.0 
2.64 

0.20 
2972 
29.4 

2.23 



225.0 
1.91 

0.15 

2782 
25.8 

1.88 



330.0 
3.29 

0.22 
3996 
37.9 

2.57 



10 



268.0 
2.50 

0.17 
3250 
33.6 

2.12 



418.0 
4.40 

0.25 
4990 
50.9 

2.97 



12 



310.0 
3.10 

0.19 
3800 
41.5 

2.35 



503.0 
5.50 

0.29 
6035 
65.0 

3.37 



14 



363.0 
3.73 

0.21 

4473 
49.6 

2.57 



604.0 
6.06 

0.32 
7334 
78.2 

3.74 



10 



263.0 
2.80 

0.17 
4100 
38.0 

2.59 



373.0 
3.90 

0.24 
5700 
53.5 

3.47 



10 
10 



311.0 
2.72 

0.18 
4810 
45.0 

2.82 



463.0 
4.73 

0.27 
6885 
66.9 



10 

12 



339.0 
3.34 

0.20 

5240 
54.9 

3.11 



532.0 
5.86 

0.30 
7990 
83.8 

4.38 



10 

14 



381.0 
4.00 

0.22 

5838 
65.3 

3.38 



625.0 
7.06 

0.34 

9520 

100.3 

4.84 



156 



REINFORCED CONCRETE CUL\TERTS 




■-■yJ} xT I ? ] r^ 







a; 

6 

o 

o 

o 

O 






c3 



O 
o 



o 



REINFORCED CULVERTS. 



157 



TABLE 73. — DIMENSIONS OF STANDARD REINFORCED CONCRETE 

CULVERTS. (Fig. 50.) 



Span. 


A. 


Bi. 


B3. 


C. 


c. 


Cl. 


D. 


Di. 


Z)2. 


d. 


d.x. 


d2. 


/ 
4X4 


5 2 


6 5 


4 


10 


5f 


13 


10 


10 


3 6 


It 

5 


4 


2 


6X6 


8 


10 


7 


12 


7 i 


13 


14 


12 


4 6 


\ 


6 


3 


6X8 


9 4 


12 8 


8 


12 


11 


13 


14 


12 


5 


7 
8 


6 


3 


8X8 


10 7 


13 3 


9 


12 


9 I 


13 


18 


12 


5 


7. 


5 


3 


10 X 10 


12 10 


15 8 


10 


12 


11 I 


13 


22 


12 


5 


7 
8 


4 


3 



E. 



12 
12 
15 

15 
18 



Span. 


F. 


/. 


h. 


Q- 


<7i. 


Qi. 


H. 


U^. 


H:. 


77,. 


A. 


Ai. 


4X4 


ti 
6 


5f 


n 

13 


5 


8 


2 


1 II 
5 6 


12 


1 

2 


12 


f 


4 


6X6 


6 


7 ^ 


13 


1 


12 


3 


7 10 


16 


1 


14 


1 


6 


6X8 


6 


9 I 


13 


1 


10 


3 


9 10 


16 


^ 


16 


7. 


6 


8X8 


6 


9 i 


13 


7. 


10 


3 


10 2 


20 


1 


16 


1 


5 


10X10 


6 


11 f 


13 


1 


8 


3 


12 6 


24 


2 


16 


7 

8 


4 



A,. 



Span. 


hi. 


h 


ii- 


h- 


K. 


I. 


h. 


0. 


Pi. 


p. 


VI- 


4X4 


6 


1 II 
3 f 


12 


5 


1 II 
3 


5 

8 


12 


" 


10 


5 f 


13 


6X6 


12 


3 i 


16 


6 


4 0, 


* 


12 




10 


7 1 


13 


6X8 


12 


3 1 


18 


6 


4 3 


7 
8 


12 




10 


7 1- 


13 


8X8 


12 


3 I 


18 


6 


5 3 


7 
8 


12 




12 


9 i 


13 


10X10 


12 


3 i 


18 


6 


6 6 


i 


12 




12 


11 \ 


13 



5. 



4 
6 
6 
8 
10 



Span. 


Si. 


T. 


Ti. 


^2. 


t. 


<i. 


t2. 


U. 


W. 


Wi. 


W,. 


4X4 


H 


7 n 


4^ 


10 


2f 


6 


3 


3 


10 


10 


1 II 
16 


6X6 


H 


7 n 


4i 


12 


2 i 


6 


3 


3 


12 


12 


20 


6X8 


H 


7 7i 


4^ 


12 


2 i 


6 


3 


3 


12 


12 


2 


8X8 


1^ 


7 n 


■4^ 


12 


2 f 


6 


3 


3 


12 


12 


2 


10 X 10 


^ 


ii\ 


41 


12 


21 


6 


3 


3 


12 


12 


3 



Area 
of dis- 
charge. 



Sq. ft. 
16 
36 
48 
64 
100 



TABLE 74. — REINFORCED CONCRETE CULVERTS, CHIC. G. WEST. RY. 

(Fig. 50.) 

Approximate Quantities Per Lineal Foot Including Portals. 



Size of culvert. 


4 X 4 ft. 


6 X 6 ft. 


6 X 8 ft. 


8X8 ft. 


10 X 10 ft. 


Barrel per lin. ft., cu. yds 

Barrel per lin. ft., metal, lbs 

2 portals (2 ends outside AA), cu. yds 

2 portals (2 ends outside AA), metal, lbs. . 


0.7 
68 
6 4 

548 


1.2 
144 
16.6 
1922 


1.5 
171 
23 
2626 


2 
214 
28.3 
2947 


3 

320 

38 

4060 



158 QUANTITIES — REINFORCED CONCRETE CULVERTS. 



TABLE 75. — REINFORCED CONCRETE CULVERTS, CHIC. GT. WESTERN RY. 

Quantities for Reinforced Concrete Culverts Under Fills of 6 Ft. to 50 Ft. in 
Height for Various Sizes of Openings. 

(Fig. 50.) 



Span. 


4 X 4 ft. 


6 X 6 ft. 


6 X 8 ft. 


8 X 8 ft. 


10 X 10 ft. 


1 


1 

a 
a> 
►-1 


Total in 
culvert. 


t-1 


Total in 
culvert. 


1 

t> 

-(J 
bO 

a 

h-1 


Total in 
culvert. 


1 

o 

■*^ 
M 

a 


Total in 
culvert. 


(1 
_>, 

u 

^"■ 

to 
a 
<u 

t-1 


Total in 
culvert. 


.s 


>> 
O 








-d 


3x5 


'6 
o 


"3 • 

ta 


73 


1^ 


6 


19.2 


19.8 


1,849 


























8 


25.2 


24.0 


2,257 


























10 


31.2 


28.2 


2,665 


24.6 


46.0 


5,450 




















12 


37.2 


32.4 


3,073 


30.6 


53.2 


6,314 


24.6 


59.8 


6,815 


23.6 


75.3 


7,976 








14 


43.2 


36.6 


3,481 


36.6 


60.4 


7,178 


30.6 


68.8 


7,841 


29.6 


87.3 


9,260 


22.6 


105.5 


11,260 


16 


49.2 


40.8 


3,889 


42.6 


67.6 


8,042 


36.6 


77.8 


8,867 


35.6 


99.3 


10,544 


28.6 


123.5 


13,180 


18 


55.2 


45.0 


4,297 


48.6 


74.8 


8,906 


42.6 


86.8 


9,893 


41.6 


111.3 


11,828 


34.6 


141.5 


15,100 


20 


61.2 


49.2 


4,705 


54.6 


82.0 


9,770 


48.6 


95.8 


10,919 


47.6 


123.3 


13,112 


40.6 


159.5 


17,020 


22 


67.2 


53.4 


5,113 


60.6 


89.2 


10,634 


54.6 


104.8 


11,945 


53.6 


135.3 


14,396 


46.6 


177.5 


18,940 


24 


73.2 


57.6 


5,521 


66.6 


96.4 


11,498 


60.6 


113.8 


12,971 


59.6 


147.3 


15,680 


52.6 


195.5 


20,800 


26 


79.2 


61.8 


5,929 


72.6 


103.6 


12,362 


66.6 


122.8 


13,997 


65.6 


159.3 


16,964 


58.6 


213.5 


22,780 


28 


85.2 


66.0 


6,337 


78.6 


110.8 


13,226 


72.6 


131.8 


15,023 


71.6 


171.3 


18,248 


64.6 


231.5 


24,700 


30 


91.2 


70.2 


6,745 


84.6 


118.0 


14,090 


78.6 


140.8 


16,049 


77.6 


183.3 


19,532 


70.6 


249.5 


26,620 


32 


97.2 


74.4 


7,153 


90.6 


125.2 


14,954 


84.6 


149.8 


17,075 


83.6 


195.3 


20,816 


76.6 


267.5 


28,540 


34 


103.2 


79.6 


7,561 


96.6 


132.4 


15,818 


90.6 


158.8 


18,101 


89.6 


207.3 


22,100 


82.6 


285.5 


30,460 


36 


109.2 


82.8 


7,969 


102.6 


139.6 


16,628 


96.6 


167.8 


19,127 


95.6 


219.3 


23,384 


88.6 


303.5 


32,380 


38 


115.2 


87.0 


8,377 


108.6 


146.8 


17,546 


102.6 


176.8 


20,153 


101.6 


231.3 


24,668 


94.6 


321.5 


34,300 


40 


121.2 


91.2 


8,785 


114.6 


154.0 


18,410 


108.6 


185.8 


21,179 


107.6 


243.3 


25,952 


100.6 


339.5 


36.220 


42 


127.2 


95.4 


9,193 


120.6 


161.2 


19,274 


114.6 


194.8 


22,205 


113.6 


255.3 


27,236 


106.6 


357.5 


38,140 


44 


133.2 


99.6 


9,601 


126.6 


168.4 


20,138 


120.6 


203.8 


23,231 


119.6 


207.3 


28,520 


112.6 


375.5 


40,060 


46 


139.2 


103.8 


10,009 


132.6 


175.6 


21,002 


126.6 


212.8 


24,257 


125.6 


279.3 


29,804 


118.6 


393.5 


41,980 


48 


145.2 


108.0 


10,417 


138.6 


182.8 


21,866 


132.6 


221.8 


25,283 


131.6 


291.3 


31,088 


125.6 


411.5 


43,900 


60 


151.2 


112.8 


10,825 


142.6 


190.0 


22,730 


138.6 


230.8 


26,309 


137.6 


303.3 


32,372 


130.6 


420.3 


45,820 



DIMENSIONS — CONCRETE ARCH CULVERTS. 



159 



TABLE 76. — DIMENSIONS OF STANDARD PLAIN CONCRETE ARCH CULVERTS. 



(Fig. 51.) 



Span. 


A. 


Ai. 


Ai. 


As. 


A4. 


As. 


Ao. 


At. 


B. 


Si. 


Bi. 


Pa. 


C. 


Ci. 


C2. 


C: 


. 


C4. 


3 


1 II 
1 6 


/ II 
1 6 


1 II 
1 6 


1 6 


1 6 


/ II 
1 6 


4 


4 


4 11 


/ // 
4 11 


1 II 
4 11 


/ // 
4 11 


/ n 


/ // 


II 


1 II 


/ II 


4 


2 


2 


2 


2 


2 


2 


4 9 


4 9 


5 6 


5 6 


5 6 


5 6 












5 


2 6 


2 6 


2 6 


2 6 


2 6 


2 6 


5 6 


5 6 


5 5 


5 5 


5 5 


5 5 












6 


8 6 


3 


8 6 


3 


3 


3 


6 10 


6 4 


9 6 


8 3 


9 6 


8 3 


2'i6 


r'6( 


)"'4 


i"2 


6"2 


8 


11 3 


4 


11 3 


4 


4 


4 


8 3 


8 3 


12 7 


11 4 


12 7 


11 4 


2 10 


1 6 


) 4 


1 2 


2 


10 


14 1 


5 


14 1 


5 


5 


5 


9 8 


10 2 


15 9 


14 6 


15 9 


14 6 


2 10 


1 6( 


3 4 


1 2 


2 


12 


16 10 


6 


16 10 


6 


6 


6 


11 2 


12 


18 10 


17 7 


18 10 


17 7 


2 10 


1 6 


) 4 


1 2 


2 


14 


19 9 


19 9 


19 9 


19 9 


7 


7 


12 7 


12 7 


22 1 


22 1 


22 1 


21 1 


2 10 


1 6 


3 4 


1 2 


2 


16 


21 8 


21 8 


21 8 


21 8 


8 


8 


13 11 


13 11 


23 9 


23 9 


23 6 


23 9 


2 10 


1 6 


) 4 


1 2 


2 


18 


23 7 


23 7 


23 7 


23 7 


9 


9 


15 4 


15 4 


25 3 


25 3 


25 3 


25 3 


2 10 


1 6 


3 4 


1 2 


2 


20 


25 6 


25 6 


25 6 


25 6 


10 


10 


16 8 


16 8 


26 11 


26 11 


26 11 


26 11 


2 10 


1 6 


3 4 


1 2 


2 


Span. 


Cs. 


Ce. 


D. 


Di. 


Di. 


Ddi. 


E. 


^/i. 


F. 


Fu 


Fi. 


G. 


H. 


Hi. 


m. 


^3. 


^-4. 


/ 


/ n 


II 






/ // 


/ // 


1 II 


/ // 


/ // 


1 II 


1 II 


1 II 


1 II 


1 II 


1 II 


/ // 


/ // 


3 











2 


2 


2 6 


2 2 


2 


2 


2 




7 5 


4 





8 


9 


4 











2 


2 


2 9 


2 3 


2 


2 


2 




7 10 


4 





1 


10 


5 











2 


2 


3 


2 6 


2 


2 


2 




7 9 


3 6 





1 4 


11 


6 


"2 





© 


© 


2 


2 


3 10 


3 6 


2 


2 lOi 


3 


6"2 


10 


4 


2 


1 


1 


8 


2 





3 


3 


2 


2 


4 3 


3 10 


2 


2 lOi 


3 


3 


12 1 


5 


2 6 


1 6 


1 1 


10 


2 





.1 


.3 


2 


2 


4 8 


4 2 


2 


2 lOi 


3 


3 


14 2 


6 


3 1 


1 11 


1 2 


12 


2 





s 


03 


2 


2 


5 2 


4 7 


2 


2 10^ 


3 


4 


16 3 


7 


3 8 


2 4 


1 3 


14 


2 





> 


>- 


2 


2 


5 7 


4 11 


2 


2 101 


3 


4 


18 5 


8 


1 3 


2 9 


1 5 


16 


2 









2 


2 


5 11 


5 3 


2 


2 lOi 


3 


5 


19 6 


8 


4 9 


3 3 


1 6 


18 


2 









2 


2 


6 4 


5 8 


2 


2 m 


3 


5 


20 6 


8 


5 3 


3 9 


1 6 


20 


2 









2 


2 


6 8 


6 


2 


2 lOi 


3 


6 


21 7 


8 


5 10 


4 2 


1 7 


Span. 


Hg. 


Kr. 


K. 


K]. 


M. 


Ml. 


i\r. 


A^i. 


P. 


Pi. 


R. 


Pi. 


Si. 


T. 


Ti. 


^2. 


V. 


/ 


1 II 


1 II 


1 II 


/ n 


1 II 


1 II 


1 1 


1 t II 


/ // 


/ II 


1 II 


/ // 




1 II 


1 II 


/ >/ 


1 II 


3 


3 


8 


4 


4 


6 


3 6 


( 


) .... 


9 


2 


2 


2 91 


M 


9 6 


9 


2 


1 


4 


3 


1 


4 9 


4 9 


6 


3 9 


( 


) .... 


9 


3 


2 6 


3 41 


M 


9 6 


9 


2 


1 


5 


3 


1 4 


5 6 


5 6 


6 


4 


( 


) .... 


9 


4 


3 


3 11 1 


1-1 


9 6 


9 


2 


1 


6 


3 


3 


5 10^ 


5 6 


6 


3 10 


( 


) 6 6 


1 


5 


3 


4 1 


\-\ 


9 6 


aj_2 


2 6 


1 


8 


3 


4 


6 10^ 


6 6 


6 


4 


( 


)12 6 


1 


7 


4 


5 1 1 


i-1 


9 6 


m "^ 


2- 6 


1 


10 


3 


5 


7 10^ 


- 7 6 


6 


4 2 


i 


)20 6 


1 


9 


5 


6 21 


i-i 


9 6 




2 6 


1 


12 


3 


6 


8 10^ 


- 8 6 


6 


4 3 


( 


)30 6 


1 01 


1 


6 


7 31 


i-i 


9 6 


.2 -SO 


2 6 


1 


14 


3 


7 


9 10^ 


9 101 


6 


4 3 


i 


)42 6 


1 01 


3 


7 


8 5 1 


i-i 


9 6 


2 6 


1 


16 


3 


8 


10 10^ 


10 m 


6 


4 4 


i 


)56 6 


1 01 


5 


8 


9 61 


4-1 


9 6 


So-- 


2 6 


1 


18 


3 


9 


11 10^ 


- 11 101 


6 


4 4 


e 


)72 6 


1 1 


7 


9 


10 6 1 


1-1 


9 6 


^::^ 


2 6 


1 


20 


3 


10 


12 12^ 


- 12 m 


6 


4 4 


f 


)90 6 


1 01 


9 


10 


11 71 


4-1 


9 6 


^c 


2 6 


1 






































Area 


Span. 


W. 


Wi. 


T1 


Ti. 


PF(Zi. 


Wi. 


Wii. 


PFs. 


PFds. 


Pf4. 


Wii 


w,. 


Wi^. 


w,. 


Wi^. 


W-: 


Wi^. 


of dis- 
ch'rge 


/ 


1 II 


1 II 


7 


II 


/ II 


1 II 


1 II 


/ */ 


; // 


1 II 


1 II 


1 II 


1 II 


1 


1 1 II 


Vi 


1 1 II 


Sq.ft. 
13.3 


3 


2 


2 


2 





2 


2 6 


2 6 


2 6 


2 6 


6 1 


2 IC 


) 6 1 


6 1 


6 


1 6 1 







4 


2 


2 


2 





2 


2 9 


2 9 


2 9 


2 9 


6 6 


2 IC 


) 6 6 


6 6 


6 


6 6 6 







18.7 


5 


2 


2 


2 





2 


3 


3 


3 


3 


6 5 


2 IC 


6 5 


6 5 


6 


5 6 5 







22.1 


6 


2 6 


2 6 


2 


6 


2 6 


2 10 


2 10 


3 4 


3 4 


3 


3 ( 


) 8 6 


8 6 


8 


6 8 6 


i's 


1 


39.8 


8 


2 6 


2 6 


2 


6 


2 6 


3 


3 


4 3 


4 3 


3 


3 C 


110 7 


10 7 


10 


7 10 7 


I 5 


\ 


67.5 


10 


2 6 


2 6 


2 


6 


2 6 


3 2 


3 2 


5 2 


5 2 


3 


3 C 


112 8 


12 8 


12 


8 12 8 


I 5 


\ 


102.3 


12 


2 10 


2 10 


2 


10 


2 10 


3 3 


3 3 


6 


6 


3 


3 C 


114 9 


14 9 


14 


9 14 9 


I 5 


\ 1 54 


144.2 


14 


2 10 


2 10 


2 


10 


2 10 


3 3 


3 3 


7 


7 


3 


3 C 


(16 11 


16 11 


16 1 


1 16 11 


I 5 


\ 1 54 


193.3 


16 


2 10 


2 10 


2 


10 


2 10 


3 4 


3 4 


7 5 


7 5 


3 


3 C 


18 


18 


18 


18 


I 5 


\ 1 54 


233.5 


18 


2 10 


2 10 


2 


10 


2 10 


3 4 


3 4 


7 10 


7 10 


3 


3 C 


119 


19 


19 


19 


1 5 


'. 1 "2 


276.9 


20 


2 10 


2 10 


2 


10 


2 10 


3 4 


3 4 


8 4 


8 4 


3 


3 C 


120 1 


20 1 


20 


120 1 


I 5 


1 1 54 


323.4 



160 



QUANTITIES — CONCRETE ARCH CULVERTS. 



r^PM->'^-a-^M 




•T3 

o 



(^ 

p^ 



H 



> 

::» 
O 

O) 

o 

o 
U 



Ph 



s 



QUANTITIES — CONCRETE ARCH CULVERTS. 



161 



TABLE 77. — PLAIN CONCRETE ARCH CULVERTS, ERIE RAILROAD. (Fig. 51.) 
Approximate Quantities per Lineal Foot Including Portals and Curtain Walls. 



Span. 



Barrel per lin. ft cu. yd. 

Paving in bbl. per lin. ft cu. yd. 

Paving between wing walls cu. yd. 

Curtain walls 1 ft. deep cu. yd. 

2 portals (w. walls and parapets) cu. yd. 



8 ft. 


10 ft. 


12 ft. 


14 ft. 


16 ft. 


18 ft. 


2.784 


3.703 


4.792 


5.998 


6.703 


7.598 


0.26 


0.333 


0.408 


0.482 


0.556 


0.63 


12.7 


20.38 


29.23 


54.68 


65.11 


76.29 


2.0 


2.63 


3.037 


5.48 


6.00 


6.7 


48.2 


74.5 


105.2 


158.3 


186.7 


212.0 



20 ft. 

8.087 
0.704 

88.86 
7.3 
242.6 



TABLE 78. — PLAIN CONCRETE ARCH CULVERTS, ERIE RAILROAD. 

Quantities for Plain Concrete Arch Culverts, Under Fills of 14 Ft. to 16 Ft. in 
Height, and Spans 8 to 20 Ft. . 



Fill 


8 ft. 


10 ft. 


12 ft. 


14 ft. 


16 ft. 


18 ft. 


20 ft. 


Fill 






























m 
feet. 


31.5 


St 

O . 

158.8 


1-^ o 




II 


- 03 


1-1 o 


- 03 

St 

o . 




^g 




O . 

f^g 


^.1 


- m 

St 


in 
feet. 


14 


























14 


16 


37.5 


177.1 


29.7 


217.4 






















16 


18 


43.5 


195.3 


35.7 


241.6 


31.0 


298.7 


















18 


20 


49.5 


213.6 


41.7 


265.8 


37.0 


329.9 


30.5 


416.1 














20 


21 


52.5 


222.8 


44.7 


277.9 


40.0 


345.5 


33.5 


435.6 


30.3 


477.7 










21 


22 


55.5 


231.8 


47.7 


290.0 


43.0 


361.1 


36.5 


455.0 


33.3 


499.5 


30.3 


544.3 






22 


23 


58.5 


241.0 


50.7 


302.1 


46.0 


376.7 


39.5 


474.5 


36.3 


521.3 


33.3 


569.0 


30.0 


602.2 


23 


24 


61.5 


259.3 


53.7 


314.3 


49.0 


392.3 


42.5 


494.0 


39.3 


543.1 


36.3 


593.7 


33.0 


628.6 


24 


26 


67.5 


268.4 


59.7 


338.5 


55.0 


423.5 


48.5 


532.8 


45.3 


586.6 


42.3 


.643.1 


39.0 


681.3 


26 


28 


73.5 


286.6 


65.7 


362.7 


61.0 


454.7 


54.5 


571.7 


51.3 


630.2 


48.3 


692.4 


45.0 


734.0 


28 


30 


79.5 


304.9 


71.7 


386.9 


67.0 


485.9 


60.5 


610.6 


57.3 


673.8 


54.3 


741.8 


51.0 


786.7 


30 


32 


85.5 


323.1 


77.7 


411.1 


73.0 


517.1 


66.5 


649.5 


63.3 


717.3 


60.3 


791.2 


57.0 


839.9 


32 


34 


91.5 


341.5 


83.7 


435.3 


79.0 


558.3 


72.5 


688.4 


69.3 


760.9 


66.3 


840.6 


63.0 


892.1 


34 


36 


97.5 


359.7 


89.7 


459.6 


85.0 


579.5 


78.5 


727.1 


75.3 


804.5 


72.3 


899.9 


69.0 


945.8 


36 


38 


103.5 


377.9 


95.7 


483.8 


91.0 


610.7 


84.5 


766.0 


81.3 


848.0 


78.3 


939.2 


75.0 


997.5 


38 


40 


109.5 


396.2 


101.7 


520.1 


97.0 


641.0 


90.5 


804.9 


87.3 


891.5 


84.3 


998.6 


81.0 


1050.1 


40 


42 


115.5 


414.5 


107.7 


532.2 


103.0 


673.1 


96.5 


843.8 


93.3 


935.0 


90.3 


1038.0 


87.0 


1103.9 


42 


44 


121.5 


432.8 


113.7 


556.4 


109.0 


704.3 


102.5 


882.7 


99.3 


978.6 


96.3 


1097.4 


93.0 


1155.6 


44 


46 


127.5 


451.1 


119.7 


580.6 


115.0 


735.5 


108.5 


921.6 


105.3 


1022.2 


102.3 


1146.7 


99.0 


1208.2 


46 


48 


133.5 


469.3 


125.7 


604.9 


121.0 


766.7 


114.5 


960.5 


111.3 


1065.7 


108.3 


1186.1 


105.0 


1260.9 


48 


50 


139.5 


487.6 


131.7 


629.1 


127.0 


797.9 


120.5 


999.4 


117.3 


1119.3 


114.3 


1245.5 


111.0 


1313.6 


50 


52 


145.5 


505.8 


137.7 


653.3 


133.0 


829.1 


126.5 


1038.3 


123.3 


1152.8 


120.3 


1284.8 


117.0 


1466.3 


52 


54 


151.5 


524.1 


143.7 


677.5 


139.0 


860.3 


132.5 


1077.2 


129.3 


1196.4 


126.3 


1334.2 


123.0 


1419.0 


54 


56 


157.5 


542.4 


149.7 


701.7 


145.0 


891.5 


138.5 


1115.9 


135.3 


1240.0 


132.3 


1383.5 


129.0 


1471.7 


56 


58 


163.5 


560.6 


155.7 


726.0 


151.0 


922.7 


144.5 


1154.8 


141.3 


1283.5 


138.3 


1432.9 


135.0 


1524.3 


58 


60 


169.5 


579.9 


161.7 


750.2 


157.0 


953.9 


150.5 


1193.7 


147.3 


1327.1 


144.3 


1482.3 


141.0 


1577.1 


60 



162 



CONCRETE ARCH CULVERTS. 



Concrete Arch Culverts. (Fig. 52.) — Mixture: One cement, 
3 sand and 5 broken stone. Excavating, laying, and refilling 
extra. See Table 79. 

Settlement. — In places where settlement is likely to occur 
build in 8 or 10-foot lengths, separated with a heavy layer of 
tarred felt. Joints to be vertical and the width of base increased. 

No filling to be done before concrete has thoroughly set, the 
minimum time allowed being two weeks. 

Material up to this line included 
I in quantities for End Walls ! 





Fig. 52. Concrete Arch Culvert. 
Concrete Arch Culverts. 









TABLE 79. 


— - 


APPROXIMATE COST AND 


QUANTITIES 








Dimensions. 


Span. 


Ht. 


L'gth 

of 
barrel 


Concrete (cu. 
yds.). 


Paving 

stone.s. 


Rip- 
rap. 


Approximate 

total cost of 

culvert. 


J. 


1 6 


H. 

/ It 
4 2i 


G. 

2 3^ 


F. 



8 


E. 


D. 


C. 


B. 


A. 


c 
0.5 


03 

a 
18 


« 6 

^8 


6^ 


73 




< 


0} 

-0 
>> 

3 



si 

< 


8 


1 II 
3 21 


II 
6 


4 


15 


50 


43 


s 

430 


9 


$ 

13.50 


4 


12 


456 


















20 


64 


0.5 


18 


50 


500 


9 


13.50 


4 


12 


526 


















30 


94 


0.5 


18 


65 


650 


9 


13.50 


4 


12 


676 


















40 


124 


0.5 


18 


80 


800 


9 


13.50 


4 


12 


826 


















50 


154 


0.5 


18 


95 


950 


9 


13.50 


4 


12 


976 


8 


in 


5 2| 


2 10 


9 


4 01 


8 


5 


15 
20 


46 
61 


0.8 
0.8 


27 
27 


64 
76 


640 
760 


14 
14 


21.00 
21.00 


6 
6 


18 
18 


680 
800 


















30 


91 


0.8 


27 


100 


1000 


14 


21.00 


6 


18 


1040 


















40 


121 


0.8 


27 


124 


1240 


14 


21.00 


6 


18 


1280 


















50 


151 


0.8 


27 


148 


1480 


14 


21.00 


6 


18 


1520 


8 


2 


6 2\ 


3 41 


10 


4 101 


91 


6 


15 


43 


1.0 


40 


83 


830 


20 


30.00 


8 


24 


884 


















20 


58 


1.0 


40 


98 


980 


20 


30.00 


8 


24 


1034 


















30 


88 


1.0 


40 


128 


1280 


20 


30.00 


8 


24 


1334 


















40 


118 


1.0 


40 


158 


1580 


20 


30.00 


8 


24 


1634 


















50" 


148 


1.0 


40 


188 


1880 


20 


30.00 


8 


24 


1934 


8 


2 2 


7 11 


3 lU 


11 


5 7f 


Hi 


7 


15 


40 


1.25 


54 


104 


1040 


26 


39.00 


10 


30 


1110 


















20 


55 


1.25 


54 


123 


1230 


26 


39.00 


10 


30 


1300 


















30 


85 


1.25 


54 


161 


1610 


26 


39.00 


10 


30 


1680 


















40 


115 


1.25 


54 


199 


1990 


26 


39.00 


10 


30 


2060 


















50 


145 


1.25 


54 


237 


2370 


26 


39.00 


10 


30 


2440 



ELEVATED STRUCTURES. 163 



CHAPTER VII. 
ELEVATED STRUCTURES. 

Open Viaducts. — Where extensive track elevation has taken 
place in some of the larger cities, it has been found necessary to 
carry the tracks over and alongside the street on elevated via- 
ducts arranged so as to leave the street underneath as free as 
possible for vehicle and street traffic. 

A structure of this kind, designed in connection with the grade 
crossing removal on the Phila. & Reading R. R. in Philadelphia 
for four tracks to be carried on a steel viaduct from Brown Street 
to Jefferson Street, is shown on page 156. 

The viaduct consists of eight lines of longitudinal girders, 
spaced generally 50 feet in length, has a solid steel waterproof 
floor and is supported on three column bents, two columns on 
the curb line and one in the center of the street, resting on con- 
crete and steel, pier foundations. 

A structure of this kind is very costly on account of the long 
spans employed and the extra wide clearance room that has 
usually to be provided. The other structures illustrated are for 
conditions very much modified, and the following unit prices 
adopted for estimating purposes may be considered vevy fair 
average prices for work of this character. 

Excavation, per cu. yd $1 .00 Drainage, per lin. ft $1 .00 

Steel (structural), per lb 0.04^ 

" (reinforcement), per lb. 0.03 
Waterproofing (fl. slabs), sq. 

yd 1.80 

Piles, per lin. ft. (wood) . 40 Ballast, per cu. yd. (stone) . . 1 . 25 

" " " (concrete) . . 1 . 30 Handrail, per lin . ft 1 . 50 

Supervision (about) 10% 



Backfill *' " 


0.50 


Concrete, plain " 


$.00 


" reinforced, cu. yd. 


10.00 


" floor slabs, cu. yd. 


12.00 



164 



COST OF STEEL VIADUCT. 






H T 


T T 




||!^„_^ 






-J^M^ 


pi^r?^ 


7-----=— - 


«^-^-=-^ 





TROUGH FLOOR CONSTRUCTION 

ON STEEL VIADUCT 



-3S 




TYPICAL SECTION OF STEEL VIADUCT 



TABLE 80. — FOUR TRACK STEEL VL\DUCT (Steel and Concrete Floor). 
APPROXIMATE ESTIMATE OF COST PER LINEAL FOOT OF VIADUCT. 



Excavation 

Backfill 

Concrete, plain footings 

Concrete, floor 

Drainage 

Steel, structural 

Steel footing beams 

Waterproofing floor 

Ballast (stone) 

Handrailing 

Supervision 

Total cost per lineal foot of viaduct . 



5 cu. yds. 
2 cu. yds. 
U cu. yds. 
2 cu. yds. 
Per lin. ft. 
7500 lbs. 
350 lbs. 
7 sq. yds. 
2 cu. yds. 
2 lin. ft. 




$5.00 

1.00 

10.00 

20.00 

1.00 

337.50 

10.50 

12.60 

2.50 

3.00 

40.90 



$444.00 



Ties, rails and fastenings, street repairs, etc., that are common to any scheme are not included 
in the above estimate. 



STEEL VIADUCTS — CONCRETE AND WOOD FLOOR. 165 



FOUR TRACK VIADUCT CONCRETE SLAB FLOOR 



-^ — s'o"— >i 




U'"- 



I I If I I 



Typical Section, Steel Viaduct, Concrete Floor, Section "A", 



FOUR TRACK VIADUCT STEEL OPEN TIE FLOOR 

rlS'O^! — 5.< 13' 0- 



->K — 8'o- 



-J: 



r-- r-\ n , 

II 'I I > 

i I I 'I 

M I ' 

; '^ ^^ 

ii \] I! 

Bock 



' I I II M ' 
|l I I I I 

U u U 




I I I 



Typical Section, Steel Viaduct, Wood Floor, Section "B". 

TABLE 81. — APPROXIMATE ESTIMATE OF COST PER LINEAL FOOT OF 

VIADUCT. 



Items. 



Excavation 

Backfill 

Concrete, plain footings 

Concrete, reinforced (fl. slabs).. 

Piles (wood) 

Drainage 

Steel (structural) 

Steel reinforcement 

Wood floor 

Waterproofing (fl. slabs) 

Ballast (stone) • 

Handrailing 

Supervision 

Total cost per lin. ft. of viaduct . 



Section " A," concrete 
floor. 



4 cu. yds. 
2 cu. yds. 
2| cu. yds. 
2| cu. yds. 
50 1. ft. 
Per lin ft. 
-4500 lbs. 
600 lbs. 
2 trk. ties 
7 sq. yds. 
2| cu. yds. 
2 lin. ft. 
10% (about) 



$1.00 
0.50 
8.00 

12.00 
0.40 

0.04i 
0.03 



1.80 
1.25 
1.50 



$4.00 
1.00 

20.00 

30.00 

20.00 

1.00 

202.50 

18.00 
1.00 

12.60 
3.12 
3.00 

31.78 



$348.00 



Section " B." wood floor. 



4 cu. yds. 


$1.00 


2 cu. yds. 


0.50 


2| cu. yds. 


8.00 


Nil. 


Nil. 


35 1. ft. 


0.40 


Per lin ft. 




3800 lbs. 


0.04i 


Nil. 


Nil. 


4 lin. ft. 


7.00 


Nil. 


Nil. 


Nil. 


Nil. 


2 lin. ft. 


1.50 


10% (about) 









$4.00 
1.00 

20.00 

Nil. 

14.00 

1.00 

171.00 

Nil. 

28.00 

Nil. 

Nil. 
3.00 

24.00 

$266.00 



Rails and fastenings common to any scheme are not included in the above estimates. 



166 



REINFORCED CONCRETE VIADUCT. 



FOUR TRACK VIADUCT 




OOOOO^TOO 







^^. 



J 30 c toe — 







Mz — : : ! r ft — ftL-M H 



A 



f^V jp-rrti-itTi-^^-iHi 



!*1 1*1 !^ !^ I 



Rock 

'A" — Typical Section, Reinforced Concrete (30-Ft. Spans). 







.... \\i 1^,- fM C ...' tf-' ?*• 



! > I 
! ! • 

''B" — Typical Section, Reinforced Concrete (20-Ft. Spans). 

TABLE 82. — FOUR TRACK REINFORCED CONCRETE VIADUCT. 
APPROXIMATE ESTIMATE OF COST PER LINEAL FOOT OF VIADUCT. 



Items. 



Excavation 

Back fill 

Concrete, plain 

Concrete, reinforced 

Track ties 

Piles (wood) 

Drainage 

Steel reinforcement 

Waterproofing (fl. slabs) 

Ballast (stone) 

Handrailing 

Supervision 

Total cost per lineal foot of viaduct. 



Section "A, 


' 30-ft. spans. 


4 cu. yds. 


$1.00 


$4.00 


2 cu. yds. 


0.50 


1.00 


2j cu. yds. 


8.00 


20.00 


5^ cu. yds. 


10.00 


55.00 


2 


0.50 


1.00 


50 lin. ft. 


0.40 


20.00 


Per lin. ft. 




1.00 


1100 lbs. 


0,03 


33.00 


7 sq. yds. 


1.80 


12.60 


2^ cu. yds. 


1.25 


3.12 


2 lin. ft. 


1.50 


3.00 


10% (about) 




15.28 




$169.00 





Section " B," 20-ft. spans. 



$4.00 
1.00 

22.00 

50.00 
1.00 

22.00 
1.00 

30.00 

12.60 
3.12 
3.00 

14.28 

$164.00 



4 cu. yds. 


$1.00 


2 cu. yds. 


0.50 


2i cu. yds. 


8.00 


5 cu. yds. 


10.00 


2 


0.50 


55 lin. ft. 


0.40 


Per lin. ft. 




1000 lbs. 


0.03 


7 sq. yds. 


1.80 


2J cu. yds. 


1.25 


2 lin. ft. 


1.50 


10% (about) 


i 





VIADUCTS WITH RETAINING WALLS AND FILL. 167 

VIADUCTS WITH RETAINING WALLS AND FILL, CARRYING 

TRACKS. 

In track elevation work through cities it is often necessary to 
provide viaducts of some kind to carry the elevated tracks be.- 
tween streets; a very common type consists of a fill supported 
by retaining walls. In general the railway traffic has to be 
carried during construction and some means of taking care of it 
has to be made before the work is started, and usually an elevated 
temporary trestle carrying one or two tracks is provided for the 
purpose. In the grade crossing removal on the Phila. & Reading 
R. R. in Philadelphia between Green Street and Broad Street, a 
structure of this kind was built with four tracks supported on a 
solid fill and masonry retaining walls. The trafl&c was carried 
during construction on a two track temporary trestle as shown 
on page 168. 

At street crossings pile trestles are usually built to carry the 
traffic, whilst the excavation is being made for the subways. 
When the work is large enough track stringers and ties can be 
used repeatedly at several crossings, and in the case of fills a 
credit of 20 to 25 per cent may be obtained for the timber re- 
moved provided it is in serviceable condition after the construc- 
tion gangs are through with it. 

Cost of Filled Viaducts with Retaining Walls. — The cost of 
this class of work will vary with conditions, for example at Hous- 
ton the fill or embankment was taken at $1.00 per cubic yard in 
place under track, but in the extension work at Chicago the price 
of 50 cents was generally used on account of the proximity of 
sand available from along the south shore of Lake Michigan. At 
other favorable locations it may be as low as 25 cents per cubic 
yard. 

The following figures, therefore, which are fair average prices 
for work of this character have been used for estimating the 
various designs. 

Excavation, per cu. yd. . . . $1 .00 Drainage, lin. ft $1 .00 

Backfill " " 0.50 Steel reinforcement, per lb .. . 0.03 

Concrete, plain, " .... 8.00 Waterproofing walls, sq. yd. . 0.25 

Concrete, reinforced, cu. yd. 10 . 00 Fill, per cu. yd . 40 

Piles (wood), lin. ft 0. 40 Supervision (about) 10% 



168 COST OF VIADUCT — FILL AND RETAINING WALLS. 



FOUR TRACK VIADUCT MASONRY WALLS AND FILL 



-33-1- 



^t<- 



-33 1^ 



-is' 7-^ >k ^IS'O' >l<-6'6^-:3-[<— 6'6^-5-j< ^13' 0^— X- 



-13 7- 




TYPICAL SECTION OF MASONRY 
CONSTRUCTION. 




TYPICAL SECTION OF TEMPORARY TRESTLE 
DURING CONSTRUCTION. 



lABLE 83. - APPROXIMATE COST OF FOUR TRACK VIADUCT WITH FILL 
AND GRAVITY RETAINING WALLS. 



Excavation 

Back fill 

Masonry, plain 

Stone backing 

Drainage 

Waterproofing walla . 
Fill 



Supervision 

Total cost per lineal foot of viaduct. 



3| cu. yds. 
I5 cu. yds. 
16i cu. yds. 
2 5 cu. yds. 
Per lineal foot 
4 sq. yds. 
38 cu. yds. 




S3. 50 

0.75 

130.00 

2.50 

1.00 

1.00 

15.20 

15.05 



$169.00 




-55'0- 



■13'0- 



-13'0- 



-13' 



r4~=iS--rf<;.j>^.A^f ; 



^^^ 






fr5i;-?;5n:?^.=iYi.-' 

III M 
II I I 
11 II 



U 

Rock 



FOUR TRACK VIADUCT— RETAINING WALLS 
AND FILL. 

'A " — Typical Section, Reinforced Walls. 





TABLE 84. — APPROXIMATE ESTIMATE OF COST PER LINEAL FOOT. 



Items. 



Excavation 

BackfiU, 

Piles (wood) 

Drainage 

Concrete (plain) 

Concrete (reinforced) . 
Steel reinforcement . . . 
Waterproofing walls . . 
Fill 



Supervision 

Total cost per lineal foot of viaduct . 



:;ection A (22 ft. 6 in. high), 
reinforced wall. 



6 cu. yds. 
3 cu. yds. 
60 lin. ft. 
Per lin. ft. 
1.5 cu. yds. 

5 cu. yds. 
350 lbs. 

6 sq. yds. 
40 cu. yds. 
10% (about) 



$1.00 
0.50 
0.40 
1.00 
8.00 

10.00 
0.03 
0.25 
0.40 



$6.00 

1.50 

24.00 

1.00 

12.00 

50.00 

10.50 

1.50 

16.00 

12.50 



$135.00 



Section B (22 ft. 6 in. high), 
semi-gravity wall. 



6 cu. yds. 


$1.00 


3 cu. yds. 


0.50 


60 lin. ft. 


0.40 


Per lin. ft. 


1.00 


7.6 cu. yds. 


8.00 


Nil. 


Nil. 


500 lbs. 


0.03 


6 sq. yds. 


0.25 


38 cu. yds. 


0.40 


10% (about) 





$6.00 
1.50 

24.00 
1.00 

60.80 

Nil. 

15.00 
1.50 

15.20 

12.00 

$137.00 



Ties, ballast, rail and fastenings, or hand rail, common to all schemes are not included. (169) 



170 COST OF VL\DUCT — FILL AND RETAINING W.\LLS. 



CELLULAR RETAINING WALL, MILWAUKEE TRACK ELEVATION. 
TWO TRACK VIADUCT, RETAINING WALLS AND FILL. 




tr 



,Tie Wall 



Strut! 



1 



PLAN 



IL 



Typical Cellular Construction. 

T\BLE So. - APPROXBL\TE ESTL\L\fE OF COST, TWO TRACK VIADUCT 
WITH RETAINING WALLS AND FILL. 



Items. 



Excavation 

Back fill 

Drainage 

Concrete, plain. 
Waterproofing. . 
Fill 



Supervision 

Total cost per lineal foot of viaduct. 



Quantities. 



Section (14 ft. 
6 in. high), 
two tracks. 



4 cu. yds. 

2 cu. yds. 
Per lin. foot 
4? cu. yds. 

3 sq. yds. 
9 cu. yds. 
107c (about) 



$1.00 
0.50 



8.00 
0.25 
0.40 



( 4.00 
1.00 
1.00 

36.00 
0.75 
3.60 
4.65 



$.51.00 



Ties, ballast, rail and fastenings common to any scheme not included in above estimate. 



WOOD TIES. 



171 



CHAPTER VIII. 
TIES. 

Wood Ties (Untreated). — The ties supporting the rails for 
ordinary track work are usually of wood, although steel ties 
have been used to some extent and experimental ties of concrete 
and steel and other combinations are being tried out. 

The ordinary wood track tie in general use varies from 6'' to 
7" in thickness, 6'' to 12'' in width and 8' 0'' to 9' 0'' in length, 
and are either sawn square or hewed, preferably from ties cut in 
the winter months when the sap is down. When the timbers 
used are known to be short lived, they should be treated chemi- 
cally to prolong their life. The bark should be entirely removed 
before placing in the track. 

The A. R. E. A. recommended dimensions for track ties and 
the woods that may be used for tie timbers with and without 
treatment, are given below: 





TABLE 86. 


— TIE DIMENSIONS. 






Class. 


Thickness by width of face 
(Inches). 


Length. 




Squared. 


Pole (flatted). 


Feet. 


Feet. 


Feet. 


A 


7 X 10 

7X9 

7X8 

6X9 

6X8 


7X8 
7X7 
7X6 
6X7 
6X6 


8 
8 
8 
8 
8 


81 
81 
8^ 
8i 
8i 


9 


B 


9 


C 


9 


D 


9 


E 


9 







Woods to he used untreated : white oak family, longleaf strict 
heart yellow pine, red cypress, redwood, white cedar, chestnut, 
catalpa, locust, except honey locust. 

Woods to he treated : red oak family, beech, birch, elm, maple, 
gum, all pines, except longleaf strict heart yellow pine, Douglas 
fir, spruce, hemlock, tamarack, yellow and white cypress. 

Switch Ties. — Switch ties are usually specially dimensioned 
and of variable lengths. Square sawed switch ties are usually 
7" in thickness and 9" in width. When pole or flatted ties are used, 
they should be not less than 1" thick and 7'' in width of face. 



172 



SIZE OF TIES. 



TABLE 87. — SIZE OF TIES AND NUMBER 

ILA.ILWAYS. 



USED PER MILE ON VARIOUS 



(Am. Ry. Eng. Assoc.) 



Railroad. 



bize oi tie. 



Southern 

Pennsj-l vania . 

L. & N 

B. &0 

N. &W 



P. & R 

Penn. (S. W. Sys.). 

Lehigh Valley 

N. C. &St. L 

D. &H. Co 



A. B. & A. . . . 
Cent, of N. J. 

B. R. &P.... 
C.C. &0.... 
A. C. L 



Penn. (N. W. Sys.). 

D.L.&W 

Fla. E. Coast 

C. C. C. &St. L.... 
Hocking Vallej*. . . . 



L. S. & M. S 

Erie 

Long Island. 
S. Pacific. . . 
U. Pacific. . . 



In. Ft. 

7 X 7 X 8§ & 9 
7 X 7 X 8^ «fe 9 
7 X 7 X 8i & 9 
7 X 7 X 8^ & 9 
7 X 7 X 8^ & 9 

7 X 7 X 8§ «S: 9 
7 X 7 X 8i & 9 
7 X 7 X 8^ & 9 
7 X 7 X 8^ & 9 
7 X 7 X 8| & 9 

7 X 7 X 81 & 9 
7 X 7 X 8i & 9 
7 X 7 X 8i & 9 
7 X 7 X 8^ «& 9 
7 X 7 X 81 & 9 

7 X 7 X 8i & 9 
7 X 7 X 8i & 9 
7 X 7 X 8§ & 9 
7 X 7 X 8^ & 9 
7 X 7 X 8i & 9 

7 X 7 X 8t & 9 
7 X 7 X 8^ & 9 
7 X 7 X 8| & 9 
7X9X8 
7X9X8 



S. A. L ■ 7X9X8 

N. Y. N. H. &H 7X9X8 

C.of Ga i 7X9X8 

G. H. &S. A 7X9X8 



Georgia. 



7X9X8 



M. &0 7X9X8 

Northern & Southern. . . 7X9X8 

N. Y. C. & H. R ! 7X9X8 

Great Northern 7X8X8 



S. P. L. A. & S. L. 



Nor. Pacific. 
D. &R. G... 
C. B. &Q... 



7X8X8 

7X8X8 
7X8X8 
6X8X8 



No. per 
mile. 



2880 
2880 
2880 
2880 
2880 

2880 
2880 
2880 
2880 
2880 

2880 
2880 
2880 
2880 
2816 

2816 
2816 
2816 
3300 
3050 

3040 
2720 
2720 
2880 
2880 

2880 
2880 
2880 
2880 
2880 

3164 
2816 
3200 
2880 
2880 

2900 
3200 
3200 



Railroad. 



C. R. I. &P... 
St. L. &S. F.. 
Grand Trunk. 

M. K.&T 

Col. & Son. . . . 



Maine Central . 

C. &E. I 

C. L&L 

EIP. &S. W.. 
St. L. B. <fcM.. 



F. W. & D. C. 

C. &N. \V 

C. M. & P. S. . 
C. M. & St. P. 
C. L&S 



St. L. &S. W. 
M. &St. L... 
S. A. & A. P. . . 

Rutland 

Mo. & N. Ark 

S. Fe., P. & P'. 

L. E. & W 

G. R.&I 

W. & L. E 

N. W. Pac 



Mo. Pac 

B. &M 

K. C. M. & O. 
Tam. Cent. . . 

C. G. W 



C.H. «feD.... 

M. C 

Ban. & Aros. . 
N. Y. O. & W. 
M. J. & K. C. 



C. St. P. M. & O. 

D. S. S. &A 



Size of 
tie. 



[No. per 
i mile. 



Ft. In 
6X8X8 
6X8X8 
6X8X8 
6X8X8 
6X8X8 

6X8X8 
6 X 8.x 8 
6X8X8 
6X8X8 

6X8X8 



6X8X8 


3000 


6X8X8 


3000 


6X8X8 


3000 


6X8X8 


2992 


6X8X8 


2992 


6X8X8 


2992 


6X8X8 


2992 


6X8X8 


2992 


6X8X8 


2900 


6X8X8 


2880 


6X8X8 


2880 


6X8X8 


2880 


6X8X8 


2880 



6X9X8 
7X9X9 

7X7X8 
7X7X8 



3200 
3200 
3200 
3200 
3200 

3200 
3200 
3200 
3200 
3200 



6X8X8 3080 
6X8X8 3000 



6X8X8' 2816 

6X8X8; 2816 

6X8X8: 2816 

6X8X8 2816 

6X8X8 2880 

6X8X8 3168 

6X8X8 3564 

6X6X8 2880 



3120 
3168 

2816 
2730 



KIND OF TIES. 



173 



The kind of timbers in use and their average Hfe and cost are 
estimated as follows: — 



TABLE 



KIND OF TIES. ESTIMATED LIFE AND COST. 





Estimated 




Estimated 


Timbers usually not treated. 


average. 




average. 






Timbers usually treated. 








Life, 


Cost, 




Life, 


Cost, 




years. 


cents. 




years. 


cents. 


Oak (white family) 


9 


75 


Oak (red family) .... 


5 


60 


Pine (long leaf) 


8 


60 


Pine (western) 


5 


55 


Cypress (exc. w. cypress) 


10 


55 


Fir (Douglas) 


6 


55 


Redwood 


10 


70 


Beech 


4 


50 


Cedar 


11 


75 


Gum 


4 


60 


Chestnut 


7 


60 


Tamarack 


5 


50 


Locust (exc. honey loc). 


12 


70 


Maple 


4 


60 








Birch 


4 


60 








Spruce 


6 


55 








Hemlock 


5 


50 



It is stated the railroads in the United States spend annually 
about $55,000,000 for renewing ties; this figure does not include 
labor in distributing, or placing the ties in the track and disposing 
of the old ones, and forms about fifteen per cent of the total cost 
of maintenance and three per cent of all operating expenses. 

Carloads of ties. are usually handled in regular trains to nearest 
point where needed, so that a work train distributing ties will 
not be overloaded and can pick up and switch out empties when 
clearing trains. 



NUMBER OF TIES PER 33 


FT. RAIL 


LENGTH 


AND 


PER MILE. 




Number of ties per rail length . . . 


13 


14 


15 


16 


17 


18 


19 


20 

19.8 
3200 


21 


22 


Average spacing in inches. . 
Number of ties per mile .... 


30.5 
2080 


28.3 
2240 


26.4 
2400 


24.8 
2560 


23.3 

2720 


22 

2880 


20.9 
3040 


18.9 
3360 


18 
3520 



Pennsylvania R. R. specify 18 ties to each 33 ft. of main track. 

16 " for sidings. 

14 " for yards. 
Lehigh Valley " 20 " to each 33 ft. rail. 

Average cost of renewing ties in gravel ballast 10 to 15 cts. 
" " " " stone " 20 to 25 " . 



174 



TRACK TIES. 



A. T. & S. FE (UNTREATED TIES) COST PER MILE OF TRACK. 



Material . 



Ties. 

Inserting ties 

Spikes 

Tie plates 

Boring ties for screw spikes. 
Cost per mile of track 



Cut spikes and No. tie- 
plates. 



50.62 
0.12 
1 55 



3,000 

3,000 

12,000 



360 

100 

Nil. 

Nil. 



$2320 



Screw spikes and tie 
plates. 



$0.62 
0.15 
3.35 

1.48 



3,000 

3,000 

12,000 

6,000 



$1860 
450 
403 

885 
30 



$3628 



It will be noted that the cost per mile with cut spikes and no 
tie plates is about one third less than screw spikes " and tie 
plates. 



B. & O. RY. (TREATED AND UNTREATED TIES). 



Items. 


Treated ties. each. 


Untreated ties, each. 


Purchase price 

Inspection 


$0.55 
0.015 
0.23 
0.112 
0.02 


$0.72 
0.015 


Treatment 




Freight 


0.065 


Unload and pile 


0.02 


Cost per tie 


0.93 


0.82 


Installing in track 


0.28 


0.28 



The difference between the cost of the treated and untreated 
tie on the B. & O. Ry. is only 11 cents. It will be noted that the 
tie for treatment is of a cheaper quality than the untreated tie. 



C. p. R. (UNTREATED TIES). 



Material. 



Ties 

Inserting ties 

Spikes 

Tie plates 

Total per mile of track . 



Cut spikes not tie plates. 



^0.65 
0.12 



3,000 
12,000 



$1950 
360 
216 

Nil. 



$2526 



Cut spikes 
and tie 
plates. 



$1950 
360 
216 
108 



$2634 



COSTS OF VARIOUS GRADES OF TIES. 



175 



Tables showing the estimated hfe of ties under various con- 
ditions of traffic and the comparative annual cost of different 
classes and grades of ties with different length of life on the 
B. &0. 

The selection provides from one to three choices as to classes 
and grades of ties in each case, based on a determination of the 
most economical tie for each condition of track as determined 
by two factors, namely, the cost in track complete and the 
assumed life in years. 



THE COSTS OF VARIOUS GRADES OF TIES. 



Items of cost . 



Purchase price 

Inspection 

Treatment 

Freight: 
80 miles for non-treatment . 

380 miles for treated 

Work train service 

(a) 

Handling and installing. . . . 

Two tie plates 

Interest on (a): 
6 months on untreated, 
12 months on treated . . . 
Supervision 

(&) 



Credit salvage, 
value tie plate . 



one-third 



Annual cost per tie with an- 
nual life of: 

4 years 

6 years 

8 years , . . . 

10 years 

12 years 

14 years 

16 years 



6 per cent 
interest 
added 



Class A — 
grade. 



0.800 
0.010 



0.018 
0.010 



0.838 

0.190 
0.240 



0.025 
0.066 



1.359 



0.080 



1.279 



0.400 
0.290 
0.240 



0.680 
0.010 



0.018 
0.010 



0.718 

0.160 
0.120 



0.022 
0.066 



1.086 



0.040 



1.046 



0.320 
0.240 
0.190 



0.250 
0.010 



0.018 
0.010 



0.288 



0.160 
0.120 



0.009 
0.066 



0.643 



0.040 



0.603 



0.180 
0.140 
0.110 



Class A — 8' 
grade. 



0.700 
0.010 



0.018 
0.010 



0.738 

0.190 
0.240 



0.022 
0.066 



1.256 



0.080 



1.176 



0.360 
0.270 
0.220 



0.580 
0.010 



0.018 
0.010 



0.618 



0.160 
0.120 



0.019 
0.066 



0.983 



0.040 



0.943 



0.290 
0.210 
0.170 



0.250 
0.010 



0.018 
0.010 



0.288 

0.160 
0.120 



0.009 
0.066 



0.643 



0.040 



0.603 



0.190 
0.140 
0.110 



Class B — 
8|' grade. 



0.500 
0.010 



0.018 
0.010 



0.538 

0.160 
0.120 



0.016 
0.066 



0.900 



0.040 



0.860 



0.270 
0.190 
0.160 
0.140 
0.120 
0.110 



0.350 
0.010 



0.018 
0.010 



0.388 

0.160 
0.120 



0.012 
0.066 



0.746 



0.040 



0.706 



0.220 
0.160 
0.130 
0.110 
0.100 
0.090 



Class B — 
8' grade. 



0.400 
0.010 



0.018 
0.010 



0.438 



0.160 
0.120 



0.013 
0.066 



0.797 



0.040 



0.757 



0.230 
0.170 
0.140 
0.120 
0.100 
0.100 



0.250 
0.010 



0.018 
0.010 



0.288 



0.160 
0.120 



0.009 
0.066 



0.643 



0.040 



0.603 



0.190 
0.140 
0.110 
0.100 
0.090 
0.080 



Class C - 
8|' grade. 



0.610 
0.010 
0.220 



0.090 
0.010 



0.940 



0.190 
0.240 



0.056 
0.066 



0.492 



0.080 



1.412 



0.440 
0.320 
0.260 
0.230 
0.200 
0.190 
0.170 



0.510 
0.010 
0.200 



0.070 
0.010 



0.800 



0.160 
0.120 



0.048 
0.066 



1.194 



0.040 



1.154 



0.360 
0.260 
0.210 
0.180 
0.160 
0.150 
0.140 



Classes D 
and E — 
8J' grade. 



0.570 
0.010 
0.220 



0.090 
0.010 



0.900 

0.190 
0.240 



0.054 
0.066 



1.450 



0.080 



1.370 



0.420 
0.310 
0.250 
0.220 
0.200 
0.180 
0.170 



0.470 
0.010 
0.200 



0.070 
0.010 

0.760 

0.160 
0.120 



0.046 
0.066 
1.152 

0.040 
1.112 



0.350 
0.250 
0.210 
0.180 
0.160 
0.150 
0.140 



All of the items which go to make up the total cost of the tie 
before and after it is delivered are included in the above table, 
including interest on ties held in stock either treated or un- 
treated, including annual cost per tie with annual life for varying 
periods. 



176 



LIFE OF TIES. 



For selection, the ties are divided into five classes. Class A 
includes white oak, burr oak, chestnut or rock oak, cherry, mul- 
berry, black walnut and locust. Class B covers chestnut only. 
Class C covers red oak, black oak, scarlet oak, Spanish oak, pin 
oak, shingle and laurel oak, honey locust, beech and hard or 
sugar maple. Class D includes silver, soft or white maple, red, 
soft or swamp maple, red or river birch, sweet or black birch, 
white elm, rock elm and red elmi. Class E includes only short- 
leaf pine, loblolly pine and sap longleaf pine. Each class is sub- 
divided into two or three grades determined by the dimensions 
of the tie. 

LIFE OF TIES UNDER DIFFERENT CONDITIONS. * 





















Untreated. 




















Treated 






Cl^ss A — 8^'. 


Class A — 8'. 


Class B 
-8^. 


Class B 
— 8'. 


Class 
C. 


Classes 
D«feE. 


Weight of power and traffic. 


T3 

a 
"o. 


0) 

.2 
o 


73 
D. 


~B. 

.£ 
'-2 

o 


Q. 


-6 

d 
a 
o 

o 


-d 
_d 

Q. 
0) 


-d 

"a 

£ 

■-3 




-d 
<» 

a. 
a 


■d 

"a 
.2 




-d 
a. 


-d 

"5. 
2 

'■+3 




-d 
9 

G 


.2 





■d 

ID 

"d. 
.2 




-6 

ci 

"5. 
a; 




"c. 
2 


2^ 




■d 


*^ 

c3 
C 

.2 

-*^ 



"d 

a 
c 



-d 


<D 


-d 

Q. 




c} 

"a 




1 


1 


2 


2 


3 


3 


1 


1 


2 


2 


3 


3 


1 


1 


2 


2 


1 


1 


2 


2 


1 


2 


1 


2 


* 


CO 
X 


X 


X 


00 
X 

CO 


X 




X 

«o 


00 
X 


X 




00 
X 




X 




00 
?< 


X 




00 
X 


X 






Class 
Eis 





X 


00 

X 


Main line: 

Heavy power, dense traffic 

Moderate weight power and 
traffic ." 


8 

9 
9 

9 

9 
9 

9 


5 

6 

7 

6 

7 
8 

7 


8 

8 
9 

8 

9 
9 

9 

9 
9 
9 


5 

6 
8 

6 

7 
8 

7 

8 
9 
9 


8 

8 

8 

8 
9 
9 


'7 

■7 

6 

7 
9 
9 


8 

8 

9 
9 

8 

9 
9 


6 

5 

6 
8 

6 

7 
8 


7 

7 
9 

7 

8 
9 

8 

9 
9 
9 


4 

5 

8 

5 

6 
8 

6 

8 
9 
9 


8 

■7 

7 

8 
8 
8 


'7 

6 

5 

7 
8 
8 


9 
9 

8 

9 
11 

10 

11 
12 


5 

7 

5 

7 
7 

7 

8 
10 


9 

10 
12 
12 


6 

7 
10 
in 


7 
8 

7 

8 
10 

9 

10 
12 
12 


4 
5 

4 

5 
6 

6 

7 

9 

IC 


. . 




11 

14 
15 

14 

15 


12 

13 
14 

14 

15 
15 

15 

15 
16 
16 


9 

12 
13 

11 

12 




Light power and traffic 




Branch line: 

Heavy power and traffic 

Moderate weight, power and 
traffic 


10 
11 


Light power and traffic 


1? 


Lead and passing: 

Heavy power and traffic 


12 


Moderate weight, power and 
traffic 








13 


Light power and traffic 












14 


Yard and industrial: 
Heavy power and traffic 






8 

9 
11 
12 


5 

6 

8 

10 




13 


Moderate weight, power and 
traffic 






14 


Light power and traffic 






15 


Repair, temporary and storage 






15 








1 





DIAGRAM FOR COST OF TIES. 



177 



C. p. R. Diagrams for Cost of Ties. — Diagrams for the de- 
termination of the economic value of ties have been prepared by 
J. G. Sulhvan, Chief Engineer, C. P. R. (Western Lines), as 
described in Eng. News, Vol. 74, No. 7. There are three dia- 
grams, and one of these is given herewith, based on a formula 
given by the Tie Committee of the American Railway Engineer- 
ing Association. The formula is as follows: 



or 



I + A = 



I-\-A = 



CRil+R)"^ C{l+R) 



N 



(1 + J?)^ - 1 (1 +R)^ -1 

R 

Amount of C after N years 
Amount of 



. annuity for N years 

C = Final cost of tie in place; 
R = Rate of interest; 
I = Interest = CR; 
N = Life of ties in years; 
A = Annual contribution to sinking fund, which at compound 

interest will provide for renewal at end of hfe of tie. 
Example: C = $1.40, iV = 20 years, R = 5 per cent. 
(1 + R)N = 2.6533, 
(1 +R)^ - 1 



From table 
From table 



R 



= 33.0660, 



C = $1.40, 



log = 0.4237860 
log = 1.5193817 



A +7 = 



2.9044043 
log = 0.1461280 
log = 1.0505323 



,11234. 



The three diagrams show the value of I plus A, from which 
the annual cost per tie can be taken for ties costing from 40 cents 
to $1.50 and varying in life from 2 to 25 years. Mr. Sullivan 
states that they could be made much easier if they only showed 
the value of A — that is, the amount required to be subscribed 
annually to form a sinking fund which would purchase a tie. To 
this would be added direct the interest on the first cost of the tie. 
This would have a slight advantage over the present form in a 
case where the cost of the present tie will differ from the esti- 
mated cost of the new tie. 



178 



ANNUAL COST OF TIES. 



The same result, however, can be obtained by taking from the 
diagram the annual cost, using the estimated value of the new 
tie, and deducting from this the interest per annum at the given 
rate on this difference. For example, if it is estimated that it 
will cost 80 cents to renew a tie which cost in place 75 cents and 
wall last 8 years, money figured at 5 per cent, take from the 
diagram the annual cost of an 80 cent tie lasting 8 years, which 
is 12.4 cents, and deduct from this the interest at 5 per cent on 
the difference in the actual cost and the estimated cost of the 
renewal, 5 cents, which is 0.25 cents. This makes the annual 
cost 12.15 cents instead of 12.4 cents. 



Cost per Year in Cents 



O — t-3 CO 



to k: to ic 



0Cc3C>-'tO00.t-C^Cs..j 



O o 

HIT 



p ^ 























1 1 1 1 1 1 1 1 1 1 1 1 1 M 1 1 1 1 1 1 1 , ^ , [_| 






















1 1 


__ 


_ ' -1 - 


=- 


— : — r i 1 1 — • — 


-—^A 
















^ — ' — ~ 




J- ' — 


' '■ — :_r: 






— 






' J--— — ' — ''^^-—"^ ' 


"^^^i: 




:r^ 


-_ — 


— - . -t: 


— 






1 


-''z^r'—^ 








"___—— --^ 


--^^^ 




~^^^— -"^ — r^--1 






C^^ 




^^.^r"^ 


-- — "^Z-- Z———-"^!^^ — ■ — !II— 




1 -"n 




,,y^^^ ^,„--^ "^.--''^■'^-'"''^'-.--^'^L-- 


^ 


v]J^-^-rr^ 


"Z^—-" — l-^-'^iZIZ-' — "ZZ^—" 










1 .^^' ^^ ' ^^'\.'''^''^'^^' ^-^ 


^"""^Z^ — ^t^^---^ — " i 




\ 










^ <5-^ ^ ^ ^^^-^^^^^ 


-<: 






1 


i 


















' /V'^< "■ ^ ' j^ ^'<^ >^ ^r^'^^^'''^ 


r^ 




1 




























^^ X^^X. y^ .^ ^^^l^. 


-<r -o 






































/ ^^x.> y y y ^ ^ y 


^ 


,^o:^ 


































. 






M/Q^x/ y yy ^T 






1 
















1 1 












































1 1 
















^' / y'^ y / /^'■^ 


^- 


. 1 










































\ / \ / r/v.\i ■ /< ys-^ 




i 










































/ 1 / 1 / vsT^C /I' i 






1 














































1 A '/ 


/ / ^/^ A"^ 










1 












































/!/ 


A /\/^A>\ 










1 














































r /\ / \/'- / / 


























































/ / 


/ / / , , i 


























































/' / 


/ 


//in 


























































hr 1 


f 


/ /i M 










1 














































/ 1 r 


/ / ■ M 








1 


1 1 


1 










1 
















1 



TABLE OF ANNUAL 


COST OF 


TIES LASTING VARIOUS LENGTHS 


OF TIME 


COSTING IN PLACE VARIOUS SUMS. MONEY 


FIGURED AT 5 PER CENT. 




Cost in place. 






Life in 










years. 






1 












< 


50.40 


SO. 50 


$0.60 


SO. 70 


SO. 80 


SO. 90 


SI. 00 


$1.10 


$1.20 


$1.30 


$1.40 


$1.50 


1 


0.420 


0.525 


0.630 




















2 


215 


0.269 


0.322 


0.376 


6.430 


6.484 


6.538 












3 


n 147 


0.184 


0.221 


0.257 


0.294 


0.331 


0.368 


6.465 


6.442 








4 


lis 


0.141 


0.169 


0.198 


0.226 


0.254 


0.282 


0.310 


0.338 


6.367 


6.396 


6.423 


5 


09? 


0.115 


0.139 


0.162 


0.185 


0.208 


0.230 


0.254 


0.278 


0.301 


0.324 


0.345 


6 




0.098 


0.118 


0.138 


0.157 


0.177 


0.196 


0.216 


0.236 


0.256 


0.276 


0.294 


7 




0.086 


0.104 


0.121 


0.138 


0.155 


0.172 


0.190 


0.208 


0.225 


0.242 


0.258 


8 




0.078 


0.093 


0.109 


0.124 


0.139 


0.156 


0.171 


0.186 


0.202 


0.218 


0.234 


9 






0.084 


0.098 


0.112 


0.126 


0.141 


0.155 


0.168 


0.182 


0.196 


0.210 


10 








0.077 


0.C91 


0.104 


0.117 


0.129 


0.142 


0.154 


r.l68 


0.182 


0.195 


11 










0.084 


0.096 


0.108 


0.120 


0.132 


0.144 


0.156 


0.168 


0.180 


12 












0.079 


0.090 


0.102 


0.113 


0.124 


0.136 


0.147 


0.158 


0.169 


13 














0.085 


0.096 


0.107 


0.117 


0.128 


0.138 


0.149 


0.160 


14 


















0.090 


0.101 


0.111 


0.121 


0.131 


0.141 


0.151 


15 






















0.087 


0.096 


0.106 


116 


0.125 


0.135 


0.144 


16 






















0.083 


0.092 


0.101 


0.111 


0.120 


0.129 


0.138 


17 
























0.089 


0.098 


0.107 


0.115 


0.124 


0.133 


18 
























0.086 


0.094 


0.103 


0.111 


0.120 


0.129 


19 
























0.083 


0.091 


0.099 


0.108 


0.116 


0.124 


20 
























0.080 


0.088 


0.096 


0.105 


0.112 


0.120 



TREATED TIES. 



179 



TREATED TIES. 

All timber is subject to decay more or less from wood destroy- 
ing fungi, an organism that obtains its food supply from the 
timber and causes its destruction. To poison the food supply 
of this organism and thereby protect the timber and prolong its 
life a number of different chemical treatments have developed; 
in the preservation of ties the treatments have in general been 
confined to the following toxic or antiseptic compounds: 

1. Creosote. 

2. Zinc chloride. 

3. Creosote and zinc chloride. 

4. Miscellaneous preservatives. 



TABLE 89. — NUMBER OF CROSS TIES TREATED IN 1914 IN THE UNITED 

STATES. 

(Amer, Wood Preservers' Association.) 





Per 
cent 
each 

kind of 
total 

treated. 


Kind of preservative. 


Miscella- 
neous pre- 
servatives. 




Kind of wood. 


Creosote. 


Zinc 
chloride. 


Zinc chlo- 
ride and 
creosote. 


Total 
number. 


Oak..... 

Yellow pine 

Douglas fir ... . 
Western pine. . 

Beech 

Gum. 

Tamarack 

Maple 

Birch 

Elm 

Other species . . 


37.39 
24.19 
17.63 
5.40 
2.37 
2.08 
1.86 
1.22 
0.77 
0.10 
6.89 


6,537,857 

7,102,396 

5,452,516 

712,631 

572,828 

255,672 

183,044 

419,535 

126,735 

1,972 

1,226,257 


8,549,073 

1,866,627 

2,221,163 

1,656,721 

252,415 

536,267 

340,462 

132,644 

41,358 

976,855 


1,159,929 
111,998 

' 114,466 
32,091 

'.'28,728 

' 509,066 

1,956,278 


148,275 

1,526,243 

57,085 

86',833 
290,424 

' 208,700 

'308,121 


16,395,134 

10,607,264 

7,730,764 

2,369,764 

1,039,709 

910,863 

813,930 

580,907 

335,435 

43,330 

3,020,299 


Total 


100 


22,591,443 


16,673,585 


2,625,681 


43,846,987 



Hewed ties treated comprised about 70 per cent or 30,222,183, while 13,624,804 were sawed. 
The price of domestic creosote in 1914 averaged 8 to 85 cents per gallon f.o.b. plant. Miscella- 
neous preservatives include crude oil, paving oil, refined coal tar, and oils reported as carbo- 
lineum. 

Approximately 135,000,000 ties are purchased annually by railroads and about 33 per cent are 
being treated. 



180 TREATED TEES. 

It is conceded that with the present day rail fastenings, 
treated ties are destroyed by mechanical wear sooner than by 
decay and the American practice is therefore to make the treat- 
ment only sufficient to well outlast the mechanical Ufe of the 
average tie which for estimating purposes may be considered to 
be 14 5'ears. 

The wear is principally from rail cutting and spike kiUing; to 
protect the tie from rail cutting, tie plates are used: to lessen 
the spike kilhng screw spikes have been introduced, and treated 
tie plugs are used to fill up the gap from a redrawn spike as a 
partial remedy to reduce the injury, and to guard against too 
rapid decay the treatment of ties with chemicals before placing 
in the track is generally being adopted. 

The average life of the better class of ties is about 7 to S years 
and the average cost 75 cents. 

The average cost of remo\dng an old tie and inserting a new 
one is about 23 cents. 

It has been estimated by the Chicago and North Western that 
the cost of the average untreated tie, hemlock or tamarack, 
when laid for use west of the ^lississippi, is 75 cents. 

On the Baltimore and Ohio the average price has increased 
from 50 cents in 1904 to 75 cents in 1913 or 40 per cent in ten 
years. The average cost of ties on the Can. Pac. have in- 
creased from 35 cents in 1904 to 43 cents in 4914 or about 20 per 
cent. 

The present day preservatives used for the treatment of ties, 
for aU practical purposes, may be confined to zinc chloride (a salt) 
and creosote (an oil), used separately or in combination under a 
variety of different processes. 

That creosote is the best wood preservative is an established 
fact, but its cost is two to three times that of zinc chloride. 

In 1903 the number of ties treated in the United States was 
9,010,000 of which 8,400,000 were treated with chloride of zinc 
and 610,000 with creosote. 

In 1914 the number of ties treated was 43,846,987 of which 
16,673,585 were treated with chloride of zinc, 22,591,443 with 
creosote and 1,956,278 with zinc chloride and creosote, and the 
balance 2,625,681 with miscellaneous preservatives. 

In 1903 the proportion of ties treated with creosote was less 



TREATMENT OF TIES. 



181 



than 10 per cent but in 1914 it had increased to over 50 per cent 
whilst the zinc chloride treatment has fallen from 90 per cent in 
1903 to less than 30 per cent in 1914. This indicates that in the 
intervening years between 1903 and 1914 a field of usefulness 
has been found for each process. What this field is for each is 
necessarily not well defined but is somewhat as follows: 

Creosote. — For the treatment of ties that have a fair average 
life untreated (6 to 7 years or over) and for which a positive long 
life is desired after treatment, the treatment being modified to 
suit requirements, and the characteristics of the various timbers 
to be treated. 

Zinc Chloride. — For the treatment of ties that have a short 
natural life (4 years or less), ties that would not pay to put in 
the track unless treated ; its greatest field is in arid and semi-arid 
locations or where the rainfall is light. 

Creosote and Zinc Chloride. — A combination treatment intro- 
duced as a medium between the more costly creosote and the 
fairly cheap zinc chloride treatment, and a desire to overcome the 
defect of leeching that takes place in the zinc chloride treatment. 

To obtain results the treatment must be thorough and the 
impregnation very complete; the ties should be mechanically 
adzed and bored before impregnation and properly seasoned 
before and after treatment. 

The cost of tie treatments to 1913 from 16 principal railways 
in the United States (A. R. E. A. Bulletin 164) is reported as 
follows : 

TABLE 90. 



Kind of treatment. 


Maximum, 
cents. 


Minimum, 
cents. 


Average, 
cents. 


Creosote, company plant 

Creosote, contract 

Zinc chloride, company plant 

Zinc chloride, contract 

Card process, company plant 


0.380 
0.324 
0.112 
0.155 
0.176 


0.250 
0.235 
0.100 
0.150 
0.175 


0.276 
0.289 
0.104 
0.152 
0.175 



The above costs are said to include labor, material, fuel, 
handling of ties at plant and charges for interest, and deprecia- 
tion in the case of company plants. Since 1913, however, the 
prices of chemicals have risen considerably and the above 
figures are exceptionally low. 



182 



COST OF TREATING TIES. 



The cost of treating a hemlock tie on the Can. Pac. is estimated 
at 21 cents and with creosote 33 cents per tie, and figuring 8 
years as the average hfe for the untreated tie, and 12 years after 
treatment with zinc chloride, and ■ 14 years with creosote, the 
results are as follows: 



Weight untreated, 150 lbs.; treated, 165 lbs.; cost of tie untreated, 43 cents. 



Items for 24 year period. 


Untreated tie 
(8 years). 


Treated tie, 

zinc chloride 

(12 years). 


Treated tie 

creosote 

(14 years.) 


Cost of tie 


0.43 


0.430 
0.016 
0.160 
0.010 
0.210 
0.014 


430 


Cost of transportation 


0,016 


Placing in track 


0.15 
0.01 


0.160 


Distributing 


0.010 


Treating tie 


0.326 


Treated tie plugs 




0.014 








Interest 5 per cent (compound) 


0.59 
Syr. 0.28 0.87 


0.84 
12 yr. 0.66 1.50 


0.956 
14 >T. 0.934 1.89 


First renewal. 

Cost of tie (increased value) 

Remainder as above 


0.47 
0.16 


0.50 
0.41 


0.51 
0.526 






Interest 5 per cent (compound) 


0.65 
Syr. 0.30 0.93 


0.91 
12 yr. 0.72 1.63 


1 036 
1,014 


Second renewal. 
Cost of tie (increased value) 


0.51 
0.16 




lOyr. 2.05Xf 146 










' 






0.67 
Syr. 0.32 0.99 
















Cost of tie in 24 years 


$2.79 


$3.13 


$3.35 






Cost of tie per annum 


0.116 


0.130 


0.14 



Steel Ties. -^ A great deal of attention has been given during 
the past few years to finding a substitute for wood ties, and many 
designs of steel, concrete, and composite ties are being tried out, 
and the steel tie has been the most successful so far. 

The type that has been used chiefly is known as the Carnegie 
Steel Tie, illustrated herewith, and for which a number of different 
weights of sections are given in Table 90a. These are made up in 
sections varying in weight from 20 to 27.8 lbs. per foot. The rolled 
steel plates and fastenings are not included in the weights and 
have to be added when making up the cost figures. 



STEEL TIES. 



183 



100 lb. R.R.RaiI 



Inside 




FASTENINGS FOR ST; 
Carnegie Steel Co. Section M-28 



Z^W V 




STEEL TIE 
Carnegie Steel Tie 



I^Head^l 




TABLE 90a. 





Depth 

of 
section. 


Weight 
per 
foot. 


Area 
of 
sec- 
tion. 


Width of 
flange. 


Thick- 
ness 

of 
web. 


Axis 1-1. 


Axis 2-2. 


Section 
index. 


Top. 


Bot'm. 


L 


r. 


S. 


X. 


I. 


r. 


S. 




In. 


Lb. 


In.2 


In. 


In. 


In. 


In.4 


In. 

2.33 
1.78 
1.24 


In.3 


In. 


In." 


In. 


In.3 


M21 
M25 
Af 24 

Af28 


5.50 
4.25 
3.00 
6.5 


20.0 

14.5 

9.5 

27.8 


5.71 
4.10 
2.80 
8.18 


4.5 
4.0 
3.0 
5.0 


8.0 

6.0 

5.0 

10.0 


0.250 
0.250 
0.203 
0.375 


.30.9 

13.0 

4.3 

58.0 


9.7 

5.5 

2.5 

14.4 


2.33 
1.88 
1.27 
2.48 


14.9 
6.1 
3.1 


1.62 
1.22 
1.05 


3.7 
2.0 
1.2 











184 RAIL DESIGN. 



CHAPTER IX. 
RAIL. 

Steel. — The manufacture of rail has been from iron to Besse- 
mer steel and from Bessemer to open-hearth and special alloy 
steel. 

The output of Bessemer steel has steadily dechned since 1906 
and the production of open-hearth has been increasing at a cor- 
responding rate, while the tonnage of alloy steel remains about 
stationary and is quite small in comparison with the total tonnage 
of rails rolled. 

In the construction of main line switch points, frogs, diamond 
crossings, ciu-ves, and places of excessive wear, it is quite common 
practice to use special and hardened steel rails such as cast 
manganese steel, rolled manganese steel, majari steel, sihcon 
rail, and Bessemer and open-hearth rail treated with ferro- 
titanium and other alloys. 

Design. — The A. S. C. E. sections, as presented by the Ameri- 
can Society of Ci^il Engineers in 1893, have generally been 
adopted as standard. 

The A. R. A. sections, series A and B as adopted b}' the Ameri- 
can Railway Association in 1898, have been used to some extent. 

The A. R. E. A. sections were submitted by the rail committee 
of the American Railway Engineering Association in 1915, but 
have not yet been approved by the Association. 

The standard weights in service are mostly 85 up to 105 lb. 
In 1915, 66 per cent of all rails rolled were of 85 lb. section and 
over. Quite a number of roads have heavier than 100 lb. sec- 
tions in service; among these may be mentioned the New York 
Central, 105 lb.; Lehigh Valley, 110 and 136 lb.; Penns3'lvania, 
125 lb.; and the Central New Jerse}', 135 lb. See Fig. 52a. 

Another type of rail section that has developed within the past 
year or two is the so-called frictionless rail, designed to reduce 
the frictional resistance and wear between the rail and the wheel 



HEAVY RAIL SECTIONS. 



185 



flanges on curves. It has a deep narrow head with sloping sides, 
the base remaining the same as in the ordinary rail; it is being 
tried out by a number of railroads. 



DESIGN OF RECENT HEAVY RAIL SECTIONS. Fig. 52a. 




m^H^ 



Railway Lehigh Valley R. R. Pennsylvania R. R. Central R. R. of 

New Jersey 

Weight 136 1b. 125 1b. 1351b. 

Height 7 in. 6| in. 6| in. 

Head 35.4%, 4.72 sq. in. 38.9%, 4.73 sq. in. 40.28% 

Web 23.7%, 3.17 sq. in. 20.3%, 2.47 sq. in. 21.90% 

Base 40.9%, 5.46 sq. in. 40.8%, 4.95 sq. in. 37.82^% 

Total. . . . . 100.0%, 13.35 sq. in. 100.0%, 12.15 sq. in. 100.00% 

Moment of 

inertia. 86.57 68.7 72.39 



It is recognized that the margin of safety in regard to rails is 
quite small; for this reason the heavier the rail section, other 
things being equal, the better will be the service and the more 
economical it will be in maintenance and operation. 

The tonnage rolled of the A. R. E. A. rail series A and B have been 
fairly successful in service under favorable conditions. It is stated 
that these sections can be rolled in the mill at a lower temperature 
than the ordinary A. S. C. E. rail and that therefore a finer grain 
and better weaving surface is secured. 



186 



PRODUCTION OF RAILS. 



The following figures give the production of rails rolled in the 
United States in 1915, from which it will be noted that the open 
hearth process is about 81 per cent of the total and that the 
Bessemer process only amounts to about 15 per cent. 

The production of re-rolled rails for 1915 by the various manu- 
facturers was 102,083 gross tons. 

Electric process and heat-treated rails are at present in experi- 
mental use only. 



PRODUCTIOX OF RAILS IN THE UNITED STATES IN 1915. 



Production by processes. 


Production by weight. 


Kinds. 


Gross 
tons. 


Per cent. 


Under 
50 1b. 


50 lb. and 

less than 

85. 


85 lb. and 

less than 

100. 


100 lb. and 
over. 


Open-hearth 


1,775,168 
326,952 
102,083 

2,204,203 


80.54 

14.83 

4.63 










Bessemer 










All other 










Gross tons 


100.00 


254,101 


518,291 


742,816 


688,995 







PRODUCTION OF ALLOY-TREATED STEEL RAILS, 1915. 



Kinds. 


Gross 
tons. 


Per cent. 


Under 
50 1b. 


50 lb. and 

less than 

85. 


85 lb. and 

less than 

100. 


100 lb. and 
over. 


Titanium 


21,191 
3,779 


85.00 
15.00 










Other alloys 



















Gross tons 


24,970 


100.00 


6 


1977 


6555 


16.432 







Processes; open-hearth and electric, 24,367; Bessemer, 603; total, 24,970 tons. 



The heavier section of rail, over 100 lb. per yard, has only 
come into service within the past few years and the production 
in 1915 was just a little less than the amount rolled of 85 to 
100 lb., so that it is likely the heavier rail, over 100 lb., will 
exceed all others in the next year or two. 



I 



CHEMICAL COMPOSITION. 



187 



The prime chemical composition and the physical characteris- 
tics of steel for track work, given by W. C. Gushing, are about as 
follows : 



CHEMICAL COMPOSITION. 



Kind of steel. 


Manganese. 


Carbon. 


Phosphorus. 


SiUcon. 


Sulphur. 


Manganese 


11-13 
0.80-1.10 
0.60-0.90 


1.0-1.20 
0.45-0.55 
0.62-0.75 


06-0.11 
Not to exceed 0.10 
Not to exceed . 04 


0.25-0.40 
Not to exceed 0.20 
Not to exceed 0.20 


0.02-0.06 


Bessemer 




Open-hearth 







PHYSICAL CHARACTERISTICS. 



Kind of steel. 


Lb. sq. in., 
tensile strength. 


Lb. sq. in., 
elastic limit. 


Elonga- 
tion, per 
cent in 
2 in. 


Reduc- 
tion of 
area per- 
centage. 


Hardness by 


Brinell. 


Sclero- 
scope. 


Manganese (cast)... 
Bessemer 


75,000-102,000 

89,000-126,000 

115,000-156,000 


40,000-58,000 
44,000-62,000 
54,000-80,000 


8-27 
5-25 
9-16 


15-29 

5-43 

10-30 


230 
172-230 
230-300 


40-50 
29-35 


Open-hearth 


32-43 



The following figures for rolled and for forged manganese steel 
are given by W. S. Potter: 



Kind of steel. 



Cast steel . . . . 
Rolled metal. 
Forged metal 



Lb. sq. in., 
tensile strength. 



82,000 
135,000 
142,000 



Lb. sq. in., 
elastic limit. 



45,000 
60,000 
55,000 



Elongation, 
per cent in 2 in. 



30 
35 
38 



188 



AVERAGE ESTIMATING PRICES. 



Cost. — Rails are usually delivered in 33-foot lengths, ends 
sawed square and bolt holes for splice connections accurately 
drilled. A small percentage in shorter lengths is generally 
accepted; the best rails are usually termed No. 1, and those not 
of the best No. 2. No. 1 rail only is used in main line or fast 
running track. 

Rails are bought and paid for on the actual weight, and are 
usually quoted in gross tons (2240 pounds) and weight per yard 
(3 lineal feet). Rails in 45 ft. and 60 ft. lengths are used to some 
extent. 

AVERAGE ESTIMATING PRICES, 1915. 



Rail and fastenings. 



Approximate cost. 



Per gross ton. Per 100 lb 



Rail (new) 

Angle bars with rail 

Bolts, track (common) .... 
Bolts, track (heat treated) 

Spikes (5| X A) 

Tie plates 

Nut locks per 1000, S12.00. 
Rail anchors each 16p 



S33 
45 

.79 
95 
54 
45 



SI. 47 
2.00 
3.55 
4.25 
2.41 
2.02 



For rolled manganese rail about S9o per ton. In the case of an addition of titanium, the 
cost is from 5 to 12 per cent in excess of the plain steel and for nickel rail about 75 per cent, 
under normal conditions. 

."Where rail has failed from battering at the ends, it is usual to 
saw off the defective ends and redrill the holes before relaying for 
branch line service. The cost of resawing may be estimated at 
75 cents per ton, which includes picking up rail, taking it to 
shops, redrilling, sawing, reloading and salvage from scrap. 
The average scrap value of old rails for a number of years prior 
to 1915 was about $12 per ton and the average price of new rail 
$30 per ton, or the difference in value between scrap and new rail 
was about $18. 

A. M. Wellington writing in 1902 states that the average life 
of good steel rails weighing 60 to 80 lb. per yard is about 150,- 
000,000 to 200,000,000 tons or from 300,000 to 500,000 trains. 
From 10 to 15 lb. or f to | of an inch in height of head of rail is 
available for wear and abrasion takes place at the rate of about 
1 lb. per 10,000,000 tons, or yV' per 14,000,000 to 15,000,000 
tons. 



AVERAGE ESTIMATING PRICES. 189 

The reasonable cost per train mile of rail wear may be esti- 
mated at from 0.3 to 0.5 cents as follows: 

Cost of one mile steel rails, 95 tons @ $30 $2850 

Less scrap value of unworn rail (nearly half) 1350 

Leaving as net cost of wearing portion, per mile $1500 

Divided by total life 300,000 to 500,000 trains gives 0.3 to 0.5 
cents per train mile, but in view of present difficulty of getting 
good rails and a tendency to increase the weight of trains, we 
may assume the even figure of one cent per train mile. 

Rail statistics on the Northern Pacific indicated a loss of 
weight due to wear in four years of about 0.5 per cent per 10,- 
000,000 tons duty. This would indicate a loss of about 1.25 per 
cent per year per 100,000,000 tons duty. 

Re-rolled Rails. — Since 1910 a process of re-rolling old rails 
has been in vogue with very satisfactory results. 

Usually the larger section rails that are slightly worn and not 
sufficiently good for main line are re-rolled and used on branch 
lines. The rails are heated and practically all of the work is done 
on the head of the rail, straightening it up, etc. 

The work elongates the head considerably, making it, of course, 
lighter in section than the original. The reduction varies from 
six to ten pounds, according to the wear and kind of finish it 
receives. 

The re-rolled rail needs to be classified and various classes of 
rails must be laid together, to obtain the best results. 

The cost of re-rolling averages from $5 to $7 per ton, the Rail- 
way Company paying the freight to and from the mills. 

The practice on the C. M. & St. P. R. R. is not to re-roll any 
rail less than 85 lb., although 65 lb. and 75 lb. have been re-rolled; 
the rail shipped for re-rolling is usually in pretty fair condition, 
free from burrs, and not worn more than i in. at any point. 

On the 111. Cent, and Chi. G. West., rails have been re-rolled 
from 67 lb. to about 60 lb.; the process is said to have toughened 
the rail and made a very satisfactory rail in use. 

The Santa Fe, the B. & 0., and Chic, and N. West., have also 
used re-rolled rails extensively. 

For weights and quantities of rail and fastenings, see page 20. 
For renewing rail, capital and maintenance charges, see page 21. 
For cost of laying rail, see page 12. 



190 RAIL JOINTS. 

CHAPTER X. 
OTHER TRACK MATERIAL. 

Rail Joints. — There is no common standard rail joint; most 
railroads have developed their own designs and there are in 
general use a number of different types, the most common of 
which is the angle bar. 

The angle bar was first introduced about 1868; previous to 
this the fish plate was used; at that time both the fish plate and 
angle bar fitted flat against the web of the rail, and about 1870 
both were improved by making the inside of the bar concave so 
that only the top and bottom of the bar came in contact with the 
rail; the recent improvement to this type of bar is a widened 
base with a slight vertical turndown at the side and a rein- 
forcing of the upper part of the web near the under side of the 
rail head. Figs. 54 and 55. The patented joints that have been 
used to any extent are of two kinds ; — the base supported type 
such as the Continuous, the Weber, and the Wolhaupter, page 11, 
and the deep girder type such as the Duquesne, Hundred per cent, 
and the Bonzano. A plain bar that has given good service is the 
C. P. R. standard, Fig. 53. 

The Rock Island bars. Fig. 54, are heat tre&.ted and queiiched 
in oil and are applied with 1 in. heat-treated track bolts and 
spring washers, standard tie plates, and f in. by 6 in. track spikes. 

The tendency is towards a plain four-holed bar splice 24 in. 
long with 1 in. bolts for 90 lb. rail and over U. S. standard 
thread, with a good make of spring nut lock, square head tap. 
There is also a desire to obtain a joint bar that will dispense with 
the necessity of respacing ties when relaying rail, with its added 
expense and resulting disturbance of roadbed that is so detri- 
mental to good riding track. Some of the roads that are relay- 
ing rail without respacing ties are the Lehigh Valley, the Illinois 
Central, the Pittsburg and Lake Erie, and the C. P, R. 

Some roads to strengthen the joint are using a base plate under 
the rail; the Pennsylvania R. R. use a long base plate extending 
over four ties, which is said to not only strengthen the joint but 
makes an excellent anticreeper as well. 



ANGLE BARS. 



191 



' I h?-ft-t ! 




Fig. 53. C. P. R. Standard 85-lb. Rail — Angle Bar. 



192 



INSULATED JOINTS. 



24- 







R>°. 



3^ 



^ 



1^=^ 



":S^ 



F 



Note:-"R" denotes round hole, 
"E" elliptical hole. 

Angle bar to be of steel with 

O.io to 0.55 carbon. 

Wt. per ft. of 1 bar 19.51 Jb. 

'• " pair 75.21 lb. 
Area of section of 1 bar 574 O' 
Size of bolt-heat treated I'x oj^* 
Moment of inertia (2 bars) 22.(X) 

Section modulus " 8.35 



Fig. 54. Rock Island 100-lb. Rail — Angle Bar. 



•Fiber End Post K thick 

-28 ; ^ 



wt 



sm ': m 



r*-^ — 

• ^-i '^ 



1 Fiber 

) Bushing 

^etai 
Washer. 



White-oat. 
Fillers 



^Wood PI. 
ELEVATION OF O'BRIEN INSULATED JOINT 3 





^ii H:s. 6}i X loh W.O. BlockT^ 



ra :-^\i 



HALF SECTION OF 
'1 EXPERIMENTAL \^^ 




BRADDOCK JOII^ 



SECTION OF STANDARD 
RAIL JOINT H^ 



SECTIONS OF INSULATED RAFL JOINTS 

5+« 5^ — H* 'i-^ H 



L 



^ , Round 
^L hole 



_ Oval ii 

n hole jl 



© 



Tieii^ 




ELEVATION OF STANDARD RAIL JOINT 



Fig. 55. Phila. & Reading 100-lb. Rail Splice. 

Where two different sections of rail come together compromise 
or step up joints are commonly used, or a tapered rail each end 
of .which has a different section to match the two sizes of rail 
which it connects. 

The insulated joint, Fig.. 55, in track was brought about by the 



BOLTS AND NUT LOCKS. 



193 



adoption of track circuits, and formerly was accomplished with 
wooden splice bars, but with the increase of weight and speed of 
trains, the weakening of the joint with a wooden bar was soon 
demonstrated and insulating material between the parts of the 
joint structure took its place. 

The 100 per cent type of bar used by the Phila. & R. R. is 
shown. Fig. 55, for 100-lb. rail; the bars are 26 in. long and 
slotted for the track spikes. The bolts are 1 in. diameter, with 
oval necks, and heads shaped to fit ribs of splice bars. Spring- 
nut blocks are used. The bolts are placed with heads alter- 
nately on the inner and outer sides. For insulated rails the 
Phila. & Reading use the O'Brien and Braddock joints. The 
rail ends are separated by J-in. fiber end post shaped to the rail 
section. 

Bolts and Nut Locks. — The bolts used in coupling up the 
joint bars to the rail must be of sufficient strength so that a 
trackman cannot twist, bend or stretch it with a wrench; to 
provide against this the elastic limit of the material must be 
high and the result is usually obtained by heat treatment of the 
bolts at a slight extra cost. 




APPROX DEVELOPMENT OF NUT LOCK 



The ordinary track bolt with a nut lock or a self-locking grip 
bolt such as the " Harvey " are most commonly used. 

Loose bolts are the cause of most of the deterioration of the 
rail at the joints and great care is usually taken to keep them 
tight; to this end also a great number of different types of nut 



194 



BOLTS AND NUT LOCKS. 



locks have been introduced, the spring effect of which takes up 
the looseness resulting from wear until adjustment can be made. 
With the lock nut the adjustment of course can only be made 
with the wrench. The bolts are usually placed alternately on 
the outside and inside of the rail, which in the case of derailment 
protects the joint bolts from being entirely stripped, and inci- 
dentally makes a better balanced joint. 




The cost of maintaining the self-locking bolts may be esti- 
mated at from $10 to $12 per year (bolts tightened twice a year). 

The cost of maintaining the nut locks may be estimated at 
from $6 to $8 per year (bolts tightened once a year) per mile of 
track. 



H. p. TRACK SIZES OF NUT LOCKS. 



Approximate 


Size, 
in. 


Effec- 
tive 
pres- 
sures in 
pounds. 


Dimensions. 


Num- 
ber 

per 
keg. 


Approx. 

net 
weight 
per M., 

lb. 


Wt. 

of 

keg, 
lb. 


Num- 
ber of 


number of 

hipower required 

per mile of 

track. 


A, 
diam. 
outer, 

in. 


B, 
diam. 
inside, 

in. 


c, 

width, 
in. 


D, 

height, 
in. 


hipower 
req'red 

for a 
min. car 

load. 




3 

4, 

1 

1 

n 
u 


6,000 

8,000 

10,000 

12,500 

15,000 


m 
m 

2/5 




5. 

8 


hi 

I 
4, 


2,500 
2000 
1500 
1000 
1000 


72 
109 
122 
160 
186 


10 
10 
10 
10 
10 


462,000 


33' rail, 4 bolt 

splices, 1280 

33' rail, 6 bolt 

splices, 1920 

30' rail, 4 bolt 

splices, 1408 

30' rail, 6 bolt 

splices, 2112 


328,000 
263,000 
206,000 
178,000 



TRACK BOLTS. 



195 




U. S. STANDARD AND HARVEY GRIP TRACK BOLTS. 

W-O.-1-llll^ 

Enlargement of Thread '5^' ' Vr^ 7^ ggo 

10 times Full Size '^ "^ ^^ 



Min, " 



y___-±__4.-_ 




jnot less I 



C. P. R. Standard Track Bolts. 



}^ll<6^ 



f<— 1^^— >l Standard Harvey _x 

Grip Thread ^il"~^\ T' 




Harvey Grip and U. S. Standard Thread Bolts. 



196 RAIL ANCHORS. 

Rail Anchors. — Rail anchors or rail creepers have come into 
general use during the past two or three years. It is generally 
conceded that the anchoring of the rail to the ties supporting the 
joint by spiking through the slotted holes in the flanges of the 
angle bars places most of the anchorage on one side of the joint 
ties, on broken jointed track, and makes an unbalanced joint, 
and unless rail creepers are used the rail on the opposite side of 
the joint ties will not maintain a square position across the track. 

The creeping of rails of sufficient magnitude to cause track 
disturbances, except in very rare cases, is the result ^of forces 
generated by the rolling load, according to Mr. P. M. LaBach; 
such as creeping due to the tractive power of the locomotive, 
creeping due to the friction of locked wheels, creeping due to 
wave motion in the track and creeping due to the discontinuity 
of the track structure. 

The creeping due to the tractive power of the locomotive tends 
to move the rail in a direction contrary to that of the locomotive. 
The creeping due to locked wheels will be found where stops are 
made and will be in the direction of traffic. The creeping due to 
wave motion increases directly as the load and the tie spacing 
and inversely as the stiffness of the rail, and will increase with the 
speed, the stress in the rail and the traffic. The creeping due to 
the discontinuity of the track structure from worn angle bars or 
loose or poorly designed joints causes an increased hammering 
on the ends of the rails in the same direction as traffic, and in- 
creases with the speed, load and flexibility of the rail. The 
creeping due to wave action and to hammering of the ends is in 
the same direction. 

The creeping of track (rails and ties together) occurs some- 
times on swampy roadbed, owing to the wave motion under 
traffic. The M. St. P. & S. St. M. Ry. use ten and twelve foot 
long ties with angle bars spiked to two ties at the center of the 
rail, to keep the rails from creeping on the ties. 

In laying rail, anchors are used permanently, according to 
conditions, to keep the rail from creeping under traffic, by dis- 
tributing the resulting stresses throughout the rail length rather 
than concentratmg it on the joint ties. For this reason, slot 
spiking the joints and the spacing of joint ties have been aban- 
doned on many roads. Rail creepers are also used to prevent 



COST OF RAIL ANCHORS. 



197 



rail from crowding the frog or wing rail of frog, on spring rail 
frogs on one way traffic. 

The boltless, self-maintaining wedge, skew, spring or clamps 
are the most generally used types. Among the many in general 





Vaughan. 



P. &M. 
Rail Anchors. 



Dinklage. 



use may be mentioned the " L. & S.," a bolt operated anchor, 
the '^ Dinklage," a two-piece anchor, the " Ajax," a two-piece 
wedge anchor, the " Vaughan," a two-piece anchor with a spring, 
the/' Positive," a one-piece anchor, and the ^' P. & M.," a two- 
piece anchor of. the wedge type, and the " Sullivan " plate 
anchor. 

THE COST OF RAIL ANCHORS IN PLACE. 

Four anchors per rail, 1280 per mile @ 16^ $204 . 80 

Labor applying @ 0.013 each 19.20 

Total $224.00 

It is estimated an annual saving of from $250 to $400 per mile 
can be made by the use of anchors which would otherwise be 
spent on maintenance in driving back rail, squaring up slewed 
ties, resurfacing, etc. Under favorable conditions with stone 
ballast and heavy section rail four anchors to a 33 ft. rail is 
recommended, placed without reference to joints but always 
opposite each other and against the same tie, one pair preferably 
in each quarter rail length. The adoption of the uniform spacing 
of ties without reference to the joints means a large saving in 
maintenance as it is estimated that the average cost of respacing 



198 



TRACK SPIKES. 



joint ties and surfacing track (on account of respacing) approxi- 
mates $350.00 per mile on stone ballasted line where rails are 
laid with staggered joints. 

Spikes. — Spikes are used to fasten or hold the rail to the ties; 
two kinds are in service, the ordinary common cut spike and the 
screw spike. The functions of the spike are to prevent the rail 
from spreading, overturning or lifting; the outer line of spikes 
therefore resists the lateral or side thrust, the inner line anchors 
the rail and prevents it from canting, while both lines simul- 
taneously hold the rail from lifting vertically from the wave 
action which develops in the rail when under stress. 

The spike therefore is measured by its holding power and as the 
cut spike is not half as strong in this respect as the screw spike 
the latter is undoubtedly the best fastening for the purpose, but 
there are certain features in track maintenance and climatic 
conditions in this country that make it undesirable to adopt it 
under all circumstances. 

I ^ — 1%— ** j^" 

not less than ] |4J^g'l^'^4t4^^ Reinforced 

^ , l^- II I I'l I r-il = f ■ 



Not over ^g Rad. 
}^ preferred 




•^ All Spikes must te pointed to a 

^ cutting edge, free of fins, and 

* shall be ground if neoessar;. 



Fig. 56. C. P. R. Cut Track Spikes. 



Cut Spikes. — The common cut spike is in general use but is 
largely objected to on account of its limited holding power both 
vertically and laterally and is the cause of the tie being rapidly 
destroyed by spike kilhng, entailing thereby a very heavy main- 



TRACK SPIKES. 



199 



tenance cost in tie renewals; so far as the lateral holding power 
of the spike is concerned the introduction of the tie plate has 
greatly strengthened it in this respect and for lines of ordinary 
traffic it is doubtful if it will ever be entirely superseded by the 




Fig. 57. C. P. R. Shimming Spikes. 



screw spike. Figs. 58 and 59 illustrate the A. R. E. A. proposed 
standard cut and screw spikes and Figs. 56 and 57 the C. P. R. 
standard cut track spikes and shimming spikes. 

The average standard cut track spike is x\ in. sq. X 5J in. 
long. Average weight 0.65 lb. each. 



TONS AND KEGS OF SPIKES REQUIRED PER MILE SINGLE TRACK (FOR 
VARYING NUMBER OF TIES). 











Number of kegs. 




Ties per 


Spikes per 


Weight, 


Per mile, tons, 




Lb. per 100 ft. 


mile. 


mile. 


lb. 


2000 lb. 


200 lb. 
each. 


224 lb. 
each. 


of track. 


2600 


10,400 


6760 


3.38 


34 


301 


128 


2800 


11,200 


7280 


3.64 


36i 


32i 


138 


3000 


12,000 


7800 


3.90 


39 


35 


148 


3200 


12,800 


8320 


4.16 


42 


371 


158 



200 



SCREW TRACK SPIKES. 



Quantities allowed per mile (C. P. R. single track). 

Construction (new track) 34 kegs per mile (224 lb. per keg). 

Maintenance (relajdng rail) 4 " " " " 

Approximate cost of spiking one mile: 

12,000 spikes distributed $216 

Driving cut spikes per mile 84 



If tie plated, add 6000 tie plates at IQi. 



$300 
960 



Total $1260 per mile (single track) 





Fig. 58. A. R. E. A. Proposed 
Std. Track Spike. 



Fig. 59. A. R. E. A. Proposed 
Standard Screw Spike. 



Screw Spikes. — The Lackawanna introduced the screw spike 
both on maintenance and construction about 1910, and have 
now over 12,000,000 in service and the results obtained are on 
the whole favorable. 



SCREW TRACK SPIKES. 201 

The cost of applying screw spikes for labor only is about $300 
per mile in excess of applying cut spikes. On the other hand, 
with the use of screw spikes it is considered that the maintenance 
charges for lining and surfacing and tightening fastenings will 
be reduced, especially on heavy traffic lines. 

On lines of dense traffic the screw spike is being used by many 
roads to obtain a more rigid track and while the results are not 
by any means conclusive it is said to increase the mechanical 
life of ties, as it decreases the wear between the rail tie and tie- 
plate, reduces spike killing, has a greater grip, is stronger later- 
ally and does not loosen readily, retards creeping and eliminates 
noisy track. 

The objections to their use is increased first cost, greater diffi- 
culty in withdrawing the spikes when making repairs or renewals, 
being most serious in case of a derailment. Amongst the roads 
that are using them to a large extent may be mentioned the A. T. 
& Santa Fe, D. Lacka. & Western, C. Rock Isl. & Western, N. Y. 
N. H. & H., Union and Southern Pacific, the Penn., etc. 

The cost of material is about double the cost of cut spikes. In 
relaying rail or removing broken rail more time is consumed and 
consequently the cost of such work will be more than with the 
ordinary cut spike. 

Cost of installing screw spikes: 

Sante Fe. (Machine boring) Ij^ per hole or 6^ per tie 

Rock Island. Placing two tie plates, boring 4 

holes and driving spikes by hand 14f ^ " " 

" " Average by machine 4^ " " 

Penn. Preparing ties for screw spikes and 

drilling 8 holes on construction 

work 4:i " " 

" Driving screw spikes by machine, 

aver 9^ " spike 

New Haven. Driving screw spikes by machine, 

aver 7i " " 

B. & O. Driving screw spikes by machine, 

aver. 1.1^ " " 

Penn. Preparing tie exclusive of treat- 
ment 5 . 3^ to 15 ji^ per tie 

" Placing tie in track exclusive of lin- 
ing and surfacing 10 . 6 to 19 . 5^ per tie 

A. T. & S. F. Installing screw spikes and dowels for one mile (single track): 

12,000 screw spikes @ 2.1 i each $324 

6,000 tie plates @ 21^ each 1260 

Boring ties and driving dowels 240 

Wood dowels 360 

Driving screw spikes 150 

Total $2334 



202 



TRACK SPIKES ON VARIOUS RAILROADS. 



TABLE 91.- 


-SPIIvES IX 


USE 


ox VARIOUS 


RAILROADS 


(A 


. R. E 


'. A.). 




Cut spike. Screw spike. 




1 
Railroad. 


Total 
length. 


Size. 


Point. 


Total 
length. 


Th'd. 


Diameter. 




"3 

o 

> 

O 


O— ! 




©— . 

C o 


a 


J3 

a 

u 


"3 

u 
9 

> 

o 

6^ 
61 


t. . 

C o 

6 
51 


ja* 
a 

4| 
41 

41 


w 

1 

2 


1 
1 

i 


c 






Clips used. 


A. T. &S. F ; 

Boston Elevated . . ' 


// 
6 


51 


/bX^b 


:ftXfB 


Chisel 


5 

5 
1 

1 


if 


2 

21=^6 

li\ 


Xone. 
Xone with 


Boston Elevated. . 














this spike. 
2"X2"xis" 


Boston & Albany. . 


6i^s 
oM 
6 
5f 

51 

6 

7 

6 
6 

51 
6^ 


5i 
5t% 
51 
5i 

5 

5f 

5^ 

6t\ 

5i 

51 

5^ 

5i 

6 

6 

51 

51 
51 
5^ 
o\ 

5\ 
5§ 


fXf 

ixf 

IXI 

IXI 
IXI 

IXI 

S v/5 
8 As 

^Xt% 
t%Xt% 

fxi 

IXI 
AXA 

IXI 
IXI 
IXI 
IXI 

IXI 

ixf 


i^xi 
IXH 

|Xi^ 

fxi- 


Chisel 

Goldie.... 

Chisel 

Chisel 

Chisel 


u 
ll 
u 
u 

11 


to fit con- 
tour of 
head. 


B. R. & P 




















B. &0 

B. & 


7i 


6 


411 


M 


1 


1 


1 


2i 


None. 


Canadian North- 




















Canadian Pacific. 




6 






7 
8 










C. R. R. of X.J... 


fXl 

fXf 

tbXs 
|Xf 
^Xr% 

IXI 

^Xi% 

fxi 
fxi 
fxi 

IXf 
HXI 

iixl 


Chisel 

rounded 
Chisel 

rounded 

Chisel 

Chisel 

Chisel 

Chisel 

Chisel 

Chisel 

Chisel 

Chisel 

Chisel 

Chisel 

Chisel 

Chisel and 
Goldie. . 

Chisel 


11 

If 
u 
u 

H 

n 
u 
u 
u 

u 
u 
u 
u 

u 
u 












C. R. R. of X.J... 




















C C C & St. L. 




















C B & Q 




















C B & Q 




















C. R. I.&P 

C R I. &P. .... 


61 


5§ 


5 


h 


1 


1 


7 
8 


11 


None. 


D. L. & W 


7i 


6 


411 


M 


1 


1 


7 
8 


21 


None. 


Grand Trunk 


6i 

6 
6 
6 
6 

6i\ 




Lehigh & Hudson 
River 


6! 


5i 


411 


if 


1 


1 


1 


2 


None. 


Long Island 


7/b 


6 


5i 


k 


M 


1 


if 


2 


None. 


N. Y. C. — Lines 
east 




















X. Y. C. — Lines 




















X. Y. X. H. &H.. 


6§f 


5h 


4^ 


h 


1 


H 


it 


2^ 


None. 


X Y & W 


6 
6i 


5^ 
6 


5 S/i 
9* 9 

zbXvs 


IfXl 

^x| 


Chisel 

Chisel 


li 
u 




X"^ P 




















Penn. — Lines east 


81 


6i 


5 


i 


1 


2 
1 


1 


Hex. 


None. 


Penn. — Lines west 
P & L E 


6§ 


51 


ixi 
^x^ 
fxi 

:^X/b 
:^XiB 

fxi 

1X1 

ixf 


Hxi 


Chisel 


11 
















A 










R F & P 


51 
511 

6t 
61 


5 

5J 

5;rj 

51 

51 

5i 


iJXl 
tVxil 

fXl^B 

fXiJ 

IxB 

IXI 


Chisel 

Chisel 
rounded 

Chisel 

Chisel 

Chisel 

Chisel 


n 

u 
li 
u 
u 

u 


















Southern 
























S. L. S. F. R. R... 
So. P. (corrugated) 
So. P. (corrugated) 

Vandalia 






































Ti'b 


6i 


4f 


i 


i 


f 


i 


2 


2" clips — 
(\ise liner) 










__^ 


■■|"'l 





HOLDING POWER OF SPIKES. 



203 



TABLE 92. — HOLDING POWER OF CUT AND SCREW SPIKES. 



Kind of ties. 
(All thoroughly seasoned.) 



Red gum 

Red oak 

Pine, longleaf .... 
Pine, New Mexico 
Pine, shortleaf ... 

Douglas fir 

Balsam 

Ohia 

Japanese oak , 



Aver. 

Max. 

Min. 

Aver. 

Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 

Max. 

Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 
Min. 

Aver. 
Max. 

Min. 



Pounds required to pull spikes with various sizes of 
holes bored. 



Common cut spike. 



No. 
hole. 



3265 
3610 
2580 

4120 
4600 
3700 

3583 
4770 
2400 

2285 
2460 
2020 

3323 

3680 
2870 

2883 
3770 
2290 

2968 
4340 
1980 

4315 
5010 
3620 

6595 
8060 
5120 



/b in. 



3478 
4230 
2760 

3950 
4320 
3220 

3898 
4200 
3600 

1970 
2210 
1790 

3870 

4580 
2830 

3268 
3820 
2560 

2540 
3640 
1630 

6073 
7930 
4910 

7650 
8370 
6570 



i in. 



2872 
3220 
2490 

3265 
3740 
2700 

3215 
3660 
2900 

1190 

1370 

860 

2275 
2840 
1920 

1928 
2320 
1570 

1913 
2540 
1280 

4207 
4950 
3750 

4853 
6080 
3630 



T5 in. 



2786 
3195 
2330 

2812 
3300 
2220 

2800 
3710 
2280 

1713 
2220 
1000 

2282 
2640 
2070 

2020 
2080 
1880 

1718 
1840 
1640 

3108 
4370 
1400 

4760 
5210 
4110 



Screw spike. 



7,000 
7,080 
6,920 

9,055 
9,470 
8,640 

11,970 
13,450 
10,490 

6,025 
6,660 
5,300 

7,215 
8,680 
5,750 

8,555 
9,010 
8,090 

7,780 
9,900 
5,660 

Could 

not screw 

spike in 

Could 

not screw 

spike in 



t^m. 



10,310 
10,570 
10,050 

11,090 
12,170 
10,010 

10,990 
11,660 
10,320 

5,195 
5,770 
4,620 

8,355 
9,290 
7,420 

8,333 
9,040 
7,620 

7,295 
9,000 
5,590 

18,010 
18,650 
17,370 

13,235 
13,280 
13,190 



H. B. MacFarland, Eng. of Tests, A. T. & S. FL 



Common f in. cut spike, 9| ounces each or 169 spikes per 100 lbs. Screw 
I in. spike rolled V. thread I in. pitch; diam. at bottom of thread f in., 19 
ounces each or 84 spikes per 100 lbs. 

Cut spikes driven 4| in. deep with a maul under the four conditions men- 
tioned. Screw spikes, holes were bored and the spikes screwed in for 5 in. 



204 



HOLDING POWER OF SPIKES. 



TABLE 93. — HOLDING POWER OF CUT AND SCREW SPIKES. 
(Forest Service, Circular 46.) 







Pounds required to pull spike. 


Ratio 
of screw 
over 
com- 
mon. 




Kind of timber. 


Com- 
mon 
spike. 


No. of 

tests. 


Screw 
spike. 


No. of 

tests. 


Condition of 
timber. 


Oak, white 


Aver, 
Max. 
Min. 


6950 
7870 
6160 


5 


13,026 
14,940 
11,050 


5 


1.88 


Partially 
seasoned 




Oak, red 


Aver. 

Max. 

Min. 


4342 
5300 
3490 


5 


11,240 

13,530 

8,900 


8 


2.61 


Seasoned 






Pine, loblolly 


Aver. 
Max. 
Min. 


3670 
6000 
2320 


28 


7,748 

14,680 

4,170 


26 


2.11 


Seasoned. 


Catalpa, hardy 


Aver. 
Max. 
Min. 


3224 
4000 
2190 


12 


8,261 
9,440 
6,280 




2.53 


Green. 


Catalpa, common . . . 


Aver. 
Max. 
Min. 


2887 
4500 
2240 


11 


6,939 
8,340 
5,890 


11 


2.42 


Green. 


Chestnut 


Aver. 
Max. 

Min. 


2980 
3220 
2600 


4 


9,418 

11,150 

7,470 


5 


3.15 


Seasoned. 







In making a comparison of the holding power of cut spikes and 
screw spikes, the tables indicate that the screw spike has a holding 
power double to three times that of the cut spike. The least ratio 
of the screw spike over the common spike is 1.88 for white oak 
only partially seasoned but the majority of tests on seasoned as 
well as green timber give a ratio from 2.11 to 3.15 in favor of the 
screw spike. The reasons for and against screw spikes are dis- 
cussed on page 198. 

Ordinary track spikes are made of open hearth steel, heat 
treated, a sample of the spike usually being furnished by the 
manufacturer before the order is fiUed. 



TIE PLATES. 205 

Tie Plates. — Tie plates increase the life of ties and prevent 
spreading of track, canting of rails and the cutting of ties by rail 
pressure, and excepting at joints are usually placed in pairs, one 
on each end of the same tie. 

The first plates put into service were flat and thin and soon 
cupped and gave out under traffic ; to strengthen the plate it was 
made heavier but the thicker metal cut the surface of both sides 
of the outside spike. To protect the spike a shoulder was intro- 
duced and the plate in this form was very satisfactory but it was 
found to rattle under traffic, when spikes were loosened. To 
overcome this trouble and at the same time to increase the lateral 
holding efficiency of the plate, ribs and other projections were 
inserted underneath. Deep ribs under the plate are said to be 
a source of weakness to the tie as it cuts into and destroys the 
fibers; for this reason and also to allow of shimming under the 
plate the ribs are made very low. Flat bottom plates are also 
used made extra heavy and sometimes with a camber to prevent 
rattling, and in some cases the plate is attached independently 
to the tie with lag screws. 

When screw spikes are used almost invariably the plates are 
flat. The plates in use vary in size from 5 in. X 8 in. X f in., to 
10 in. X 10 in. X A ^^-j ^^^ the average weight per plate is 
about 7 lb. 

"^ To hold the tie plate to the tie and prevent movement between 
the plate and the tie, cut spikes are sometimes used independent 
of those that secure the rail, as shown. Fig. 60. 

Screw spikes or lag screws are also used for this purpose, in- 
dependent of the fastenings used to secure the rail. The standard 
tie plate on the P. L. & E. R. R., Fig. 61, cut spikes are used to 
secure the rail, and lag or screw spikes to hold the plate. 

The Lundie tie plate with an inclined face is shown, Fig. 62. 

Fig. 60a shows a screw spike tie plate with rail, D. L. & W. R. R. ; 
the plate is held to the tie by lag screws. A hook shoulder tie 
plate used on the same road is shown, Fig. Ola; the plate is 
secured to the tie by screw spikes and the rail by a hook on one 
side and a screw or cut spike on the other. 



CUT SPIKE TIE PLATES. 



SCREW SPIKE TIE PLATES. 

r* B >i 





=^n^ 






-*jHf*— 


' 


-m^- 


"HT"- 


H B- 


— »-t 






I-> 






w^ 




Typical 4 Hole. 



Typical 4 Hole. 




Fig. 60. Std. Tie Plate, P. R. R. 





^k-n ; 'gv-'i ^ F'r^^ ' '^' »Ti $ S— ^^1 



Fig. 60a. Screw Spike Tie Plate. 
D. L. & W. 




PLAN 



PLAN SECTION 



Fig. 61. Std. Tie Plate, P. L. & E. R. ^ig. 61a. Hook Shoulder Tie Plate. 



R 



*1^+*- 



Ctn fer Tint of PU(e 

S-v'M 



,63 '> 



D 



?/^k' 



■^f^i^T' ^^t- 






4<-4Ji<: 



D 



L-t- 

R«Circular i-t 
Camber, [* 
10 ft. Kad. 




(206) 



Fig. 62. Lundie Tie Plate. 



TIE PLATES. 



207 



TABLE 94. — TIE PLATES. 
SizKS Used by a Number of Railroads. 





Railroad. 


Size. 


Weight 

per 

plate, 

lb. 


No. of 
ribs. 


Number of ties per 
mile. 


Bearing 
area, 


Width, 
in. 


Length, 
in. 


Thick- 
ness, 
in. 


2800. 


3000. 


3200. 


3q. in. 


Wt. per 

mile, 

lb. 


Wt. per 

mile, 

lb. 


Wt. per 

mile, 

lb. 


40 

4U 

51 

51 

51 

551 

591 

631 

67| 


N. Y. N. H. &H 

Boston & Maine 

Chicago & Alton 

M. St. P. &S. S. M.... 

Missouri Pacific 

Canadian Pacific 

Great Northern 

Illinois Central 

A. T. «fe S. F 


5 

5 

6 

6 

6 

6^ 

7 

n 

71 

8 

7 

7 

8 


8 

8i 

81 

81 

8§ 

8i 

81 

8i 

9 

8f 

10 

lOf 

81 


3 
8 
3 
8 

1 

1 

1 

5 
8 

f 


4.9 

5.3 

7.0 

5.6 

7.2 

6.2 

7.8 

^7.8 

9.8 

6.6 

11.7 

11.8 

6.6 


4 
4 

Wol'r 

4 

4 

4 
Sellers 

2 
Nil 
Nil 
Nil 
Nil 


27,.500 
29,680 
39,200 
31,360 
40,320 
34,720 
43,680 
43,680 
50,400 
36,960 
65,520 
66,080 
36,960 


29,400 
31,800 
42,000 
33,600 
43,200 
37,200 
46,800 
46,800 
54,000 
39,600 
70,200 
70,800 
39,600 


31,360 
33,920 
44,800 
35,840 
46,080 
39,680 
49,920 
49,920 
57,600 


70 


Union Pacific 


42,240 


70 

741 
100 


Penn. -^ Lines west . . . 
Penn. — Lines west . . . 
Southern Pacific 


74,880 
75,520 
42,240 



APPROXIMATE COST, C. P. R. TIE PLATES. 



85 lb. rail shoulder tie plate 

85 lb. rail taper tie plate 

85 lb. rail Sellers bottom tie plate . . . 
85 lb. rail Sellers improved tie plate 



Average, lb. 



6i 



Per 100 lb. 



$1.75 
1.75 
1.75 
1.75 



Per plate, 
cents. 



m 

14 

131 



With ordinary labor it costs from 5 to 10 cents per plate to put 
on tie plates. This includes adzing ties, plugging old holes, 
respiking and gauging, 



208 



TURNOUTS. 



Turnouts. — The turnout includes the switch, frog, guards, 
lead rails, etc., Fig. 63, and is the arrangement by which an engine 
and train pass from one track to the other. 

A train approaching the turnout so as to pass the switch 
point first is said to '' face " the switch, and when it approaches 
in the opposite direction, passing the frog first, it is said to 
" trail " the switch. To reduce the danger of derailment, espe- 
cially on high speed main lines on double track, the turnouts 
are installed to trail the switches as far as possible. 

Looking at the turnout from the switch towards the frog, the 
turnout is said to be '' left-handed " when it turns out towards 
the left, and " right-handed " when it diverges towards the right. 

A summar}^ of the various items that go to make up a complete 
turnout, together with their approximate cost for a Xo. 7 and 
a No. 9 turnout, is as follows: 



APPROXIMATE COST OF NO. 7 AND NO. 9 85-LB. TURNOUTS (SPRING FROGS) 



Items. 



Switch and frog material . . 
Lead rail and fastenings. . . 
Ties, gravel ballast, etc. . . 

Total cost com. in place. 



New turnout. 



No. 7. 


No. 9. 


S114.12 

202.88 
178.00 


S127.74 
232.26 
221.00 



S49o.00S581.00 



Relajdng all new 
rail. 



Relaj-ing second 
hand rail. 



No. 7. 



No. 9. 



No. 7. 



No. 9. 



S95.90S109.o2 S95.90 S109.52 
202.88 232.26 143.34; 163.27 
153.22-176.22 129.76: 140.21 



S452 . 00 S518 . 00;S369 . 00 S413 . 00 



Deduct credit for any turnout removed. 

The use of a rigid in place of a spring frog will reduce the total figure in 
each case by Si 2.00. 



The rails of the frog are always made straight. 

The lead rail between the switch point and frog is curved to 
a circular arc which is tangent both to the switch rail and the 
wing rail. 

For itemized statement of the foregoing figures showing in de- 
tail how the totals are arrived at for the turnouts see, page 210. 







CD <B 

S S 
o o 



/,6/^L^ 










Soj^ JO \ 






k 


?J l^npYl 






I 




(N 




\ 








.5^^.^^ 




T-t 




/^r 




'^ 








1 


? 

g 


j/'^ 




-> 




/9 




71 






^ 


\ 






qo^ms 




, 


^ 




JO pan 














T 








\' ' 


^ 













w 
d 

O 

=! 

H 
01 

d 

CJ 
o3 



CO 

CO 

fa 



(209) 



210 



DETAILED COST OF TURNOUTS. 



APPROXIMATE COST OF A NO. 9 85-LB. TURNOUT WITH XEW R.UL. 
WITH RELAY RAIL AND WITH SECOND HAND RAIL. 



Material. 



Switch and frog material: 

2 switch points 

2 heel castings 

1 switch rod, No. 1 

1 switch rod, No. 2 

2 plate rods 

1 set elevation plates 

1 set rail braces 

1 switch stand 

1 spring frog 

2 guard rails 

2 guard rail center clamps . 
4 guard rail end clamps. . . 

1 switch lamp 

Hock 

1 chain 



Stores charges 5 per cent 

Total switch and frog material 

Rails and fastenings: 
No. 9. 

5 . 43 tons rail 

. 30 tons angle bars 

- 03 tons bolts 

0.20 tons spikes 

200 tie plates ' 

Total rails and fastenings 

Miscellaneous: 

Ballast gravel, 120 cu. vd. (No. 9) 

Ties, 80 cu. yd. (No. 7) 

Labor laj-ing turnout 

Labor taking up old turnout 

Total m iscellnneous 

Grand total 

Deduct proper credit for turnout removed. 
Final total 





S5-lb 


rail. 








Relaving. 


Cost of a new 
No. 9 turnout. 






With a 


11 new With second 




ra 


1. hand rail. 


$23.90 


$22.90 




$22.90 


4.42 


4.42 




4.42 


1.51 


1.51 




1.51 


1.42 


1.42 




1.42 


2.34 


2.34 




2.34 


6.38 


6.38 




6.38 


2.10 


2.10 




2 10 


12.95 








50.02 


50.02 




50.02 


7.15 


7.15 




7.15 


2.80 . 


2.80 




2.80 


3.26 


3.26 




3.26 


3.75 








0.45 








0.21 








$121.66 


S1O4.30 




$104.30 


6.08 


5.22 




5.22 


$127.74 




$109.52 


$109.52 


$179.00 


$179.00 




$108.60 


13.50 


13.50 




13.50 


2.36 


2.36 




2.37 


10.40 


10.40 


1 10.80 


27 00 


27.00 


28.00 


$232.26 




$232.26 $163.27 


$60.00 




1 


101.00 


SlOl.OO 




$75.00 


60.00 


60.00 




50.00 




15.22 




15.21 


$221.00 


, 


$176 22 


$140.21 


$581.00 




$518.00, $413.00 

1 9 



$581.00 



From the foregoing it will be noted that the cost of a new 
No. 9 turnout . is So81 which may be briefly summarized, as 
follows : 

Switch and frog material $127 . 74 

Rails and fastenings 232. 26 

Miscellaneous 221 00 

Total S5S1 . 00 



For relaying with all new rail, the cost is less on account of some 
of the items being on hand, and when second hand material is used 
the cost is reduced about 25%. 



DETAILED COST OF TURNOUTS. 



211 



APPROXIMATE COST OF A NO. 7 85-LB. TURNOUT WITH NEW RAIL, 
WITH RELAY RAIL AND WITH SECOND HAND RAIL. 



Material. 



85-lb. rail. 



Cost of a new 
No. 7 turnout. 



Relaying. 



With all new 
rail. 



With second 
hand rail. 



Switch and frog material: 

2 switch points 

2 heel castings 

1 switch rod, No. 1 

1 switch rod, No. 2 

2 plate rods 

1 set elevation plates 

1 set rail braces 

1 switch stand , 

1 spring frog 

2 guard rails 

2 guard rail center clamps 

4 guard rail end clamps 

1 switch lamp 

Hock 

1 chain 

Stores charges 5 per cent 

Total switch and frog material 

Rails and fastenings: 
No. 7. 

4 . 60 tons rails 

. 25 tons angle bars 

0.03 tons bolts 

0.18 tons spikes 

200 tie plates 

Total rails and fastenings 

Miscellaneous: 

Ballast gravel, 120 cu. yd. (No. 9) 

Ties, 80 cu. yd. (No. 7) 

Laborla ying turnout 

I-abor taking up old turnout 

Total m.iscellaneous 

Grand total 

Deduct proper credit for tvu-nout removed 
Final total 



$22.90 
4.42 
1.51 
1.42 
2.34 
6.38 
2.10 
12.95 
37.05 
7.15 
2.80 
3.26 
3.75 
0.45 
0.21 



$22.90 
4.42 
1.51 
1.42 
2.34 
6.38 
2.10 

'37;65 
7.15 
2.80 
3.26 



$22.90 
4.42 
1.51 
1.42 
2.34 
6.38 
2.10 



$108.69 
5.43 



37.05 
7.15 
2.80 
3.26 



$91.33 
4.57 



$91.33 
4.57 



$114.12 



$95.90 



$95.90 



$151.54 

11.25 

2.37 

9.72 

28.00 



$151.54 

11.25 

2.37 

9.72 

28.00 



$92.00 

11.25 

2.37 

9.72 

28.00 



$202.88 



$143.34 



$40.00 
88.00 
50.00 



$88.00 
50.00 
15.22 



$65.00 
50.00 
14.76 



$178.00 



$153.22 



$129.76 



$495.00 



$452.00 
? 



$369.00 
? 



$495.00 



Note. — The use of a rigid instead of a spring frog would reduce the total $12.00 in each case. 

From the foregoing it will be noted that the cost of a new No. 7 
turnout is $495 which may be briefly summarized as follows : 

Switch and frog material $114 . 12 

Rails and fastenings 202 . 88 

Miscellaneous 178 . 00 

Total $495.00 



For relaying with all new rail, the cost is less on account of some 
of the items being on hard, and when second hand material is used 
the cost is reduced about 25%. 



v-^Hi 





<* 



1 



ip-'I, 





THEORETICAL AND PRACTICAL SWITCH LEADS. 213 



TABLE 95. — TABLE OF THEORETICAL AND PRACTICAL SWITCH LEADS. 

(Amer. Ry. Eng. Assoc.) 
In all cases gage is considered 4 ft. 8| in. 







Properties 


of frogs. Thickness of all frog points 0| 


in. 




N = frog 
number. 


F = 


frog angle. 


W = length 

point to 

toe. 


K = length 

point to 

heel. 


Total 
length. 


Spread at 
toe. 


Spread at 
heel. 


I. 


II. 


III. 


IV. 


V. 


VI. 


VII. 




Deg. 


Min. Sec. 


Ft. In. 


Ft. In. 


Ft. In. 


Feet. 


Feet. 


4 
5 
6 


14 

11 

9 


15 00 
25 16 
31 38 


3 2 

3 7 

4 


5 4 

6 5 

7 


8 6 

10 

11 


0.79 
0.71 
0.66 


1.32 
1.28 
1.16 


7 
8 
9 


8 
7 
6 


10 16 
09 10 
21 35 


4 5 
4 9 
6 


8 1 

8 9 

10 


12 6 

13 6 
16 


0.63 
0.59 
0.67 


1.15 
1.09 
1.11 


10 
11 


6 
5 
5 


01 32 
43 29 

12 18 


6 
6 
6 


10 

10 6 

11 6 


16 

16 6 

17 6 


0.63 
0.60 
0.54 


1.05 
1.05 
1.05 


12 
15 
16 


4 
3 
3 


46 19 
49 06 
34 47 


6 5 

7 8 

8 


12 1 
14 10 . 
16 


18 6 
22 6 
24 


0.53 
0.51 . 
0.50 


1.01 
0.99 
1.00 


18 
20 
24 


3 
2 
2 


10 56 
51 51 
23 13 


8 10 

9 8 
11 4 


17 8 
19 4 
23 2 


26 6 
29 
34 6 


0.49 
0.48 
0.47 


0.98 
0.97 
0.97 



N = frog 
number. 



9i 
10 
11 

12 
15 
16 

18 
20 
24 



Properties of switches. 
For all switches thick- 
ness of point = Oi in. 
and heel distance 
= H = Qi in. 



S = 

length of 

switch 

rail. 



VIII. 



Ft. In. 



11 
11 
11 



16 6 

16 6 

16 6 

16 6 

16 . 6 

22 



22 
33 
33 



33 
33 
33 



a = switch 
angle. 



IX. 



Deg. Min. Sec 



2 36 

2 36 

2 36 

1 44 

1 44 

1 44 

1 44 

1 44 

1 18 



1 18 8 
52 5 
52 5 



52 5 
52 5 
52 5 



Theoretical leads. 



R = ra- 
dius of 
center 
line. 



X. 



Feet. 



112.26 
183.22 
273.95 

364.88 
488.71 
616.27 

699.97 
790.25 
940.21 

1136.34 

1744.38 
2005.98 

2587.66 
3262.98 
4932.77 



D = 
of lead curve. 



XI. 



Deg. Min. Sec. 



53 
40 
01 

47 
44 
18 

11 
15 
05 

02 
17 
51 

12 
45 
09 



56 
24 

58 

19 
40 

27 

33 

18 
48 

38 
01 
24 

52 
22 
42 



Distance 
point of 
switch rail 
to theoreti- 
cal point of 
frog. 



XII. 



Feet. 



37.05 
42.77 
48.11 

61.94 
67.47 
72.24 

74.90 
77.51 
92.06 

97.25 
133.02 
135.95 

146.38 
156.35 
175.09 



Closure 

straight 

rail. 



XIII. 



Feet. 



22.88 
28.19 
33.11 

41.02 
46.22 
49.74 

52.40 
55.01 
64.06 

68.83 
92.36 
94.95 

104.54 
113.68 
130.66 



Closure 

curved 

rail. 



XIV. 



Feet. 



23.29 
28.55 
33.38 

41.24 
46.42 
49.92 

52.58 
55.17 
64.20 

68.96 
92.46 
95.05 

104.61 
113.76 
130.77 



214 THEORETICAL AND PRACTICAL SWITCH LEADS. 

TABLE 95 (Continued) .— TABLE OF THEORETICAL AND PRACTICAL SWITCH 

LEADS. 

In all cases gage is considered 4 ft. 8§ in. 

Practical leads. 



AT = frog 
number. 


Ri = ra- 
dius of 
center 
line. 


Di = degree 
of lead curve. 


Rectangular co-ordinates to the quarter and center 

points on gage side of curved rail, referred to 

point of switch rail as origin. 




X. 


Xi. 


X2. 


Y. 


1^1. 


F2. 


I. 


XV. 


XVI. 


XVII. 


XVIII. 


XIX. 


XX. 


XXI. 


XXII. 




Feet. 


Deg. Min. Sec. 


Feet. 


Feet. 


Feet. 


Feet. 


Feet. 


Feet. 


4 
5 
6 

7 
8 
9 

n 

10 

11 

13 
15 

16 

18 
20 
24 


110.69 
174.34 
265.39 

362.08 

487.48 
605.18 

695.45 
790.25 
922.65 

1098.73 
1744.38 
1993.24 

2546.31 
3257.26 
4886.16 


53 42 24 
33 19 57 
21 43 04 

15 52 29 

11 46 27 

9 28 42 

8 14 45 
7 15 18 
6 12 47 

5 12 59 
3 17 01 
2 52 59 

2 14 31 
1 45 32 
1 10 21 


17.74 
17.78 
19.07 

26.72 
28.37 
28.75 

30.31 
30.28 
40.74 

43.99 
55.49 
58.16 

58.73 
61.84 
67.82 


23.44 
24.54 
27.13 

36.93 
39.91 
40.98 

43.35 
44.05 
56.47 

60.65 
77.95 
81.76 

84.46 

90.21 

100.21 


29.75 
31.27 
35.15 

47.11 
51.45 
53.19 

56.37 
57.81 
72.19 

77.28 
100.41 
105.35 

110.10 

118.59 
132.59 


0.97 
0.95 
1.01 

0.97 
1.02 
1.02 

1.06 
1.06 
1.08 

1.15 
1.01 
1.04 

1.04 

1.08 
1.27 


1.67 
1.61 
1.74 

1.71 
1.78 
1.76 

1.82 
1.84 
1.84 

1.90 
1.78 
1.82 

1.82 

1.88 
1.97 


2.79 
2.62 
2.72 

2.74 
2.91 

2.75 

2.83 
2.85 
2.87 

2.91 
2.85 
2.87 

2.86 
2.93 
3.00 



Practical leads. 









Li = dis- 


Lead = 










Ts = tan- 


Tf = tan- 


tance ac- 


distance 








N = frog 
number. 


gent ad- 
jacent to- 
switch 


gent ad- 
jacent to 
toe of 


tual point 

of switch 

rail to theo- 


actual point 
of switch 
rail to ac- 


Closure for straight 
rail. 


Closure for 
curved rail. 




rail. 


frog. 


retical 
point of frog. 


tual point 
of frog. 








I. 


XXIII. 


XXIV. 


XXV. 


XXVI. 


XXVII. 


XXVIII. 




Feet. 


Feet. 


Feet. 


Feet. 






4 


1.03 


0,00 


37,77 


37.94 


1-23.60 


1-24 




5 


0.00 


0.82 


42.26 


42.47 


1-27.68 


1-28 




6 


0.00 


0.66 


47.73 


47.98 


1-32.73 


1-33 




7 


0.00 


0.19 


61.81 


62.10 


1-13,89 1-27 


1-14.11 


1-27 


8 


0.30 


0.00 


67.65 


67.98 


1-16,40 1-30 


1-16.60 


1-30 


9 


0.00 


0.57 


71.91 


72.28 


1-16,41 1-33 


1-16,59 


1-33 


n 


0.76 


0.00 


75.32 


75.71 


1-25.82 1-27 


1-26 


1-27 


10 


0.00 


0.00 


77.51 


77.93 


1-27 1-28 


1-27.17 


1-28 


11 


2.99 


0.00 


93.85 


94.31 


1-32.85 1-33 


2-33 




13 


5.33 


0.00 


100.30 


100.80 


1-23.88 2-24 


3-24 




15 


0.00 


0.00 


132.66 


133.28 


2-33 1-25.9 


2-33 


1-26 


16 


1.56 


0.00 


136.90 


137.57 


1-29.90 2-33 


1-30 


2-33 


18 


0.00 


1.08 


145.76 


146.51 


1-25.93 3-26 


4-26 




20 


0.44 


0.00 


156.59 


157.42 


1-26.92 2-27 1-33 


3-27 


1-33 


24 


2.43 


0.00 


176.22 


177.22 


1-32.89 3-33 


4-33 





SWITCHES. 



215 



Switches. — The switches in common use for turnouts are 
the stub and spht or point switch. If the ends of the rails are 
cut off at a bevel so as to lap slightly when thrown it is called a 
lap switch. 

The fixed end of the switch is called the heel, the movable 
end the toe; the heel is nearest the frog and the toe is practi- 
cally the switch point; from toe to heel is the length of switch. 

The throw is the distance over which the free end moves when 
thrown. 

Turnout between switch and frog is usually made a simple 
circular curve. 

Stub Switch. — The ordinary stub switch breaks the continuity 
of the main line in three places, two at the switch head block and 
one at the frog. Owing to the pounding of wheels over the open 
space, account settlement of head block, and to expansion and 
contraction of rail, rendering the joints tight in summer and open 
in winter, and the liability of derailment should a train trail the 
switch, their use has been practically abandoned except in iso- 
lated tracks in yards or at points seldom in service. 

Slip Switches. — Slip switches are used where space is insuffi- 
cient for ordinary turnouts or crossovers. Single slip is used 
when only one crossover track is required, double slips when two 
crossovers are necessary. The switches are operated simul- 
taneously from a central " slip switch stand." Each end of a 
slip has a special twin split switch, which forms the entrance to 
the crossovers, each crossover containing one right and one left 
turnout. The A. R. E. A. recommended typical types of slip 
switches are shown, Fig. 73. 



APPROXIMATE COST OF 


SWITCHES ONLY. 




Switches. 


Approximate 
cost. 


Laying and surfacing. 


Approximate 
cost. 


New stub switch 


$25.00 to $35.00 
35.00 to 65.00 
60.00 to 80.00 
70.00 to 100.00 

$12 at U per lb. 
$2.70 per turnout 


Stub switch 


$25.00 to $35.00 


New main line split 


Main line switch (split) . . 

Switches in large yards. . 

Taking up and relaying 

switch 


30.00 to 50.00 


New main line slip switch (single) 
New main line slip switch (double) 


30.00 to 40.00 
30.00 to 50.00 


Tie rods (6) 


Slip switch, single 

Slip switch, double 


50.00 to 70.00 


Tie plates or rail braces 15f* each. . 


60.00 to 100.00 



216 



POINT SWITCHES. 



Point Sicitches. — IGJ ft. switch point is recommended by the 
A. R. E. A. for Xo. 8 frog: 22 ft. for Xo. 11 and 33 ft. for Xo. 16. 

In choosing the length of a switch, it will be noted that the 
degree of turnout curve tends to increase as the switch length 
increases, with reference to a particular frog ; the longer the 
switch length, however, the easier will be the change in direction 
for comfortable passenger service. 



Head of point rails planed dovn from C to D 
Pcints 'j' lower than stock rails 



Point nils lerel •■^th stxi rsilj 
A- 




Pil«JCoU5£ _ ?: >.. Ri.i 



iB«dG»age53^ 






1^. — ^§:' w 



SECTION OF SWITCH RAIL AT E 
J ,]'?ip«CoO»r 2 loeg 

_, PUnsd to at Bill ( .SuUot ai Hm* Boek oxat l>» n«m«d 

P.E. a. Biil ^-T5Vts— /jr^Tri/ioaiiie i:v6dt»rifcg»t Pije C<iU«r 






3 



e— ^:7-For-P.R.S.-B»il 23-For-P.S.Riil— ^ 

MSdia. fol Si lbs, '^/ISffla, Ibi Si Ib«J 

I t|'<ii»."l«i lbs. ] l^-du.-100 lbs.' 

HEEL BLOCK 



^ 



SECTICN 



Fig. 66. P. R. R. Standard IS-ft. Point Switch for 85- and 100-lb. Rails 

BILL OF MATERL\L. 



No. of 
pieces. 



Description. 



2 
25 

8 



Switch point rails (with foot guards, sockets and bolts complete). 
Switch plates (complete). 

Adjustable braces (with bolts, nut locks, double nuts and mal- 
leable washers). 
Rods (complete). 

If heel blocks are desired the following must be included: 

Heel blocks (with bolts and pipe collars complete). 
Splices (bent and reamed as shown). 



SWITCH STANDS. 217 

From a theoretical standpoint, the ideal relation exists when 
the switch angle is no greater than one-fourth the frog angle, 
although quite satisfactory results are obtained when the ratio 
is as low as one to three and a half. 

Usually the space available and service required, whether 
high or low speed, determines the number of frog and the length 
of switch most suitable for the frog selected. 

No. 6 frog is usually the minimum permissible. 

No. 8 frog is common for main track connections to spurs, 
set off sidings, yard ladders, etc., when speed in operating does 
not exceed 15 miles per hour. 

No. 11 frog for main track turnouts and crossovers for moder- 
ate speed, and No. 16 where high speed is maintained. 

Switch Points. — The reinforced high grade steel switch point 
rail is in general use for main line track. The purpose of rein- 
forcing is to provide extra strength in case of breaks rather than 
to strengthen the switch point. 

The cost of reinforcing is about $1.25 per point extra. 

For split switches in common use the reinforced point is 
recommended. 

For yardwork at inside switches the manganese separable 
switch point is recommended. 

No switch point shorter than 12 ft. should be used. 

Switch Stands. — The switch stands in general use are of two 
types commonly called the rigid and automatic. The rigid 
stand has a positive connection between the stand and the 
switch so that when run through, the stand or the connecting 
rod to the stand will be broken or so damaged that it must be 
reported and repaired before it can be used again. 

The automatic stand is equipped with a spring so that if run 
through, the points will automatically open and close without 
apparent damage to the switch connections; for this reason it 
is said to be an invitation to trainmen to go through without 
throwing the switch, as the spring permits them to do so with- 
out breaking the points or connecting rods; but in so doing the 
spring may be weakened and the point opened sufficient to 
endanger the next train passing in a facing point direction. 
Another objection to the spring is that anything falling on the 
switch from the train, or snow clogging the spring, will allow it 



218 



SWITCH STANDS. 




FROGS. 219 

to close although the points may not be precisely tight against 
the stock rail. 

Approximate cost split switch stands only: 

Automatic $14.00 to $16.00 

High 20.00 to 25.00 

Intermediate 17.00 to 22.00 

Low 10.00 to 15.00 

Ramapo stub switch stand 9.00 to 16.00 

Lamps 4.00 to 5.00 

Lock and chain . 50 to . 75 

Head chain (2) $3 at 3^ cts. per lb. 

The stand should be as simple as possible, preferably the shaft 
and lever should be a one-piece forging and the frame of malle- 
able metal which twists rather than breaks. 

The average cost of the rigid type of stand with target is $11.00. 

The average cost of the automatic type of stand with target 
is $14.00. 

A high switch stand should be used on all main line switches 
and a low stand for secondary tracks at stations, sidings and 
for the outside of ladder tracks. 

For yard stands for inside switches and ladder tracks, a ground 
throw stand is preferred, designed so as to throw on a vertical 
plane parallel with the track instead of a horizontal plane. In 
this way danger to switchmen is reduced. 

Switch Targets. — It is the practice to use the single target or 
stands showing no signals for a clear track except by a light at 
night. 

Enameled targets are used to a great extent as they retain 
their brightness longer than painted targets. 

The bull's-eye target with the light in the center is considered 
good practice for yard stands. It is usually not the practice 
to use lights or switch stands within 200 ft. of a semaphore. 
The use of a distinct color for the targets of secondary switches 
is quite common, yellow being the color usually adopted. 

Frogs. — The frog is a device whereby the rail at the turnout 
curve crosses the main track rail, and is represented by Fig. 66b, 
with all the parts designated in the terms generally used. 

Foot guards are inserted in the angle of frogs, heel of switches 
and ends of guard rails to protect employees from getting their 
feet caught. 



220 



PROPERTIES OF FROGS. 




Mouth 



Fig. 66b. 

The frog number is the proportion of its length into its breadth 
or spread. Frog angle = c5 -^ {ab -{- cd). 




Fig. 66c. 

Example. — ah = 4: inches, cd = S inches, he = 84. 84 -^ 
(8 inches + 4 inches) = 7. Angle or spread of frog is 1 in 7, or 
No. 7 frog. 




1 
k 


W 


1 
1 


K 


^~"~^~t 


1 




''' L 




1 










— *1 



PROPERTIES OF FROGS. 
Thickness of all frog points Oj in. (4 ft. 8^ in. gage). 



Frog 


Frog anj 


rle. 


Length of 
point to toe. 


Length of 

point to 

heel. 


Total 
length. 


Spread at 
toe. 


Spread at 
heel. 


number. 


F. 


W. 


K. 


L. 


T. 


H. 




Deg. Min. 


Sec. 


Ft. In. 


Ft. In. 


Ft. In. 


Feet. 


Feet. 


7 


8 10 


16 


4 5 


8 1 


12 6 


0.60 


1.15 


8 


7 09 


10 


4 9 


8 9 


13 6 


0.59 


1.09 


9 


6 21 


35 


6 


10 


16 


0.67 


1.11 


10 


5 43 


29 


6 


10 6 


16 6 


0.60 


1.05 


11 


5 12 


18 


6 


11 6 


17 6 


0.54 


1.05 


12 


4 46 


19 


6 5 


12 1 


18 6 


0.53 


1.01 


15 


3 49 


06 


7 8 


14 10 


22 6 


0.51 


0.99 


16 


3 34 


47 


8 


16 


24 


0.50 


1.00 


18 


3 10 


56 


8 10 


17 8 


26 6 


0.49 


0.98 


20 


2 51 


51 


9 8 


19 4 


29 


0.48 


0.97 



RIGID FROGS. 



221 



Soij 8 -ON JO J 5 



tKst- 



TV 



-*j f 



?(*- 



^F^" 



■-^Ifl-^ 



00 

4 



l_ t 



rtr 



4=4 



% 



::« 



.1. 



-? 



^i 






IT 






%\ 






J 



ff i«i. 



•^ o 

O T-i 

i o3 



s^ 



i '• 



V- X 



ir- 



^-j--v 



I 



I /, 62 •^ 1 
Soij 8'ON ^"3" 





2 

<• 




';^ 








u 








m 


DD 


























H 






J 




^ 








CO 


S 


1 



p^ 
pl; 



fab 



222 



SPRING RAIL FROGS. 




•psaq 
frei JO tfipijj rpij sjsnM 

c JB }Tio emu sm^otri "sSbJ ox 







fcD 

O 



c3 

fcO 

C 
c3 

CO 



00 

to 
fcb 




o 

o 



c 



__« t. 




SPRING RAIL FROGS. 



223 



Mall. Iron Spring Box 



<^4^ IK Bolt for 85 lb. rail 
lJ^"Bolt for 1001b. rail J 




SECTION A-A 



% Riyets- 




Rolled SteeLFiller 



lK"Boltfor851b. ran 
W Bolt for 100 lb. rail 



SECTION B-B 
Cast Ste^ HeeLBlock, 



»4 Rivet^ 



This face made to fit either 
web of rail or ceinforoiug bar. 



j IX Bolt for 861b. rail ~T 
jljjBolt for 100 lb. rail 



X Reinforcing 
Bar- 



-3-"— > 



TJ" 



ij<-: H^es 




'% Rivets 
SECTION D-D 



Fig. 69. P. R. R. Standard Spring Rail Frog. 



224 LIFE OF FROGS. 

Numbers 8, 11 and 16 frogs are recommended bj^ the A. R. E. A. 
as meeting all general requirements for yards, main track switches 
and junctions, with 16^ ft. switch point for No. 8 frog, 22 ft. for 
No. 11, and 33 ft. for No. 16. 

There are two types of frogs in general use, the rigid frog 
and the spring frog. Both are built up in a variety of different 
ways with bolts, clamps and rivets, and they are usually desig- 
nated the bolted frog, the clamped frog, the riveted or plate 
frog from the method employed in their construction. There 
is also the manganese cast frog made of manganese steel, or a 
combination of the built-up frog with manganese inserts, the 
manganese being introduced at the point of greatest wear, 
usually the frog point and a facing for the wing rails at the 
throat. 

The life of frogs is very variable, depending upon the amount 
of traffic, the quality of steel, its design and the amount of care 
and attention given to its up-keep. It has to withstand a series 
of shocks and if any looseness develops in its parts the resultant 
violent blows it has to withstand wiU soon destroy its usefulness 
for service. ' 

For estimating purposes or as a comparison between the 
built-up t^'pe and the manganese frogs the following relative 
costs are given: 

Average 

Spring frog, buUt-up Soo to S65 S60 

Rigid frog, built-up 40 to 50. ... . 45 

Spring frog, manganese insert 110 to 130 120 

Rigid frog, manganese insert 80 to 120 100 

Spring frog, solid manganese 150 to 210 ISO 

Rigid frog, solid manganese 130 to 170 150 

Cost of placing frog in track 6 to 10 8 

During the life of an ordinary frog it is estimated that So.OO 
to SIO.OO is spent in tightening bolts and rivets more than 
would be spent on the maintenance of a manganese frog. 

Sohd manganese rigid frogs are recommended for busy termi- 
nals and switching leads where there is much traffic and where 
the Bessemer or open-hearth rail would wear out in less than 
one year, and manganese inserts at points of heavy wear and 
slow speed. 



MANGANESE FROGS. 225 

The length of a sohd manganese frog is about three eighths the 
length of an insert frog which makes the solid frog a more easily 
handled article. 

Comparing the ordinary steel rail frogs, generally designated 
as built-ups, with the cast manganese frogs, the principal feature 
is its probable economy due to the greater life of one over the 
other. 

The first cost of an ordinary open-hearth 85-lb. steel, built-up 
No. 9 spring frog, which can be used as a comparison, is approxi- 
mately $65.00 in place, and the cost of the same frog in cast 
manganese steel may be estimated at $165.00 in place. This 
comparison makes the ratio of price about 2.6 to 1. 

The service of the ordinary steel frog is very variable, de- 
pending on its quality, design and up-keep, traffic, etc. ; in many 
situations it might not last six months, but where conditions 
are favorable it may last six years and more. 

The service of the best kind of manganese frog in situations 
where built-ups have lasted less than two years is known to be 
at least six years under fairly heavy traffic conditions. On the 
other hand, as the result of poor material many manganese frogs 
have lasted but a few months longer than the ordinary built-up 
frog which they replaced. When buying manganese frogs, it 
is not uncommon to have the makers guarantee them for at 
least five years, or to outlast the built-ups which they replace 
three to one. 

In general it may be stated that the best kind of manganese 
cast steel frogs will outlast the ordinary built-up frogs, three 
to one (some go as high as 6 to 1) in situations where the latter 
does not last two years. 

Frogs should be installed with the greatest care and should be 
well ballasted, preferably in stone throughout, the drainage should 
be given particular attention and ties should be spaced to insure 
as far as possible continuous bearings. 

In making comparative prices for the built-up and manganese 
frogs, the cost figures are those in vogue previous to 1915. Since 
that time however prices have increased at least 50% and man- 
ganese, on account of lack of competition, has gone very much 
higher and can hardly be obtained at a reasonable price. 



226 



CROSSOVERS. 



Crossovers. — A crossover is installed when it is desired to 
connect two parallel tracks, and consists of two turnouts con- 
nected by a short piece of straight track (Fig. 70). Where 
space is not available and the movements are slow, it is con- 
nected practically as reversed curves. 

On double track the crossover is usually installed so as to 
avoid facing point switches, the movement being backward 
when the crossing is used, and trailing for main line movement. 

The length depends upon the distance between tracks and 
the frog number. 

The distance between frog points measured along one of the 
parallel tracks and the over-all length of crossovers can be 
obtained from the following table: 

TABLE 96. 



Distance B-B between frog points 


Distance over all from switch point to switch 




in feet. 






point in feet. 




# 


Distance between track centers. 


Distance between track centers. 




Frog 












Turnout 


No. 


















lead, ft. 




12 ft. 


13 ft. 


14 ft. 


15 ft. 


12 ft. 


13 ft. 


14 ft. 


15 ft. 




6 


14.5 


20.46 


26.42 


32.38 


110.46 


116.42 


122.38 


128.34 


47.98 


7 


17.07 


24.04 


31.00 


37.96 


141.27 


148.24 


155.20 


162.16 


62.10 


8 


19.62 


27.59 


35.56 


43.53 


155.58 


163.55 


171.52 


179.49 


67.98 


9 


22.16 


31.13 


40.10 


49.07 


166.72 


175.69 


184.66 


193.63 


72.28 


10 


24.70 


34.68 


44.66 


54.64 


180.56 


190.54 


200.52 


210.50 


77.93 


11 


27.22 


38.20 


49.18 


60.16 


215.84 


226.82 


237 .«0 


248.78 


94.31 


12 


29.75 


41.73 


53.71 


65.69 


231.35 


243.33 


255.31 


267.29 


100.80 


15 


37.30 


52.28 


67.26 


82.24 


303.86 


318.84 


333.82 


348.80 


133.28 


16 


39.81 


55.80 


71.79 


87.78 


314.95 


330.94 


346.93 


362.92 


137.57 


18 


44.83 


62.82 


80.81 


98.80 


337.85 


355.84 


373.83 


391.82 


146.51 


20 


49.85 


69.84 


89.83 


109.82 


364.69 


384.68 


404.67 


424.66 


157.42 



RELATIVE SPEEDS THROUGH LEVEL TURNOUTS (A. R.E.A.). 
To GIVE THE Equivalent Riding Conditions to Track elevated Three Inches 

LESS THAN THEORETICALLY REQUIRED. 





Turnout. 




Speed, 










miles per hour. 


Frog number. 






Length of switch. 




7 






16.5 


17 


8-10 






16.5 


20 


11-14 






22 


27 


15 






33 


37 


16-24 






33 


40 



TYPICAL CROSSOVERS. 



227 



fc:^ 



m^ 



■^ 



3St 



1<- lO-o^-^o-o-gT 



Si; 






S: 




• 1—1 



228 



BILL OF SWITCH TIES. 



Turnout and Slip Switch Ties. 

BILL OF ^LITEPJAL FOR A. R. E. A. SLIP SWITCH TIES. 
Xo. S. DouBLZ Slip. F. B. M. oSilS. 



80 pieces. 


Bill of material of ties. 


10 
10 


Ties. 

7"X9"X11' 0" 
7"X9"X11' 6" 
7"X9"X12' 0" 
7"X9"X12' 6" 


6 

t 


Ties. 

7"X9"X13' 0" 
7"X9"X13' 6" 
7"X9"X14' 0" 
:'X9"X14' 6" 


6 
4 
6 

4 


Ties. 

7"X9"X1.5' 0" 
7"X9"X15' 6" 
7"X9"X16' 0" 
7"X9"X16' 6" 


Ties. 
12 7"X9"X6' 6" 


2 


1 


6 





Xo. n. Double Slip. F. B. M. 7182. 



100 pieces. 


Bill of material of ties. 


B M. 


14 

12 


Ties. 

7"X9"X11' 0" 
7"X9"X11' 6" 
7"X9"X12' 0" 
7"X9"X12' 6" 


S 
8 
6 

6 


Ties. 

7'X9"X13' 0" 
7"X9"X13' 0" 
7"X9"X14' 0" 
7"X9"X14' 6" 


4 
6 
6 
6 


Ties. 
7"X9"X15' 0" 
7"X9"X15' 6" 
7"X9"X16' 0" 
7"X9"X16' 6" 


12 


Tie3. 
7"X9"X16' 6" 


6 




6 









Xo. 16. Doxtble Slip. F. B. M. 10,064. 



150 piecte. 


Bill of material of ties. 


B M. 


18 
10 
22 


Pieces. 
7"X9"X10' 6" 
7"X9"X11' 0" 
7"X9"Xir 6" 
7"X9"X12' 0" 


8 
10 
10 
10 


Ties. 

7"X9"X12' 6" 
7"X9"X13' 0" 
7"X9"X13' 6" 
7"X9"X14' 0" 


S 
10 
10 

8 


Ties. 
7"X9"X14' 6" 
7"X9"Xlo' 0" 
7"X9"Xlo' 6" 
7"X9"X16' 0" 


10 
12 




Ties. 

7'X9"X16' 6" 
7"X9"X16' 6" 


4 






X:. S. M.a>' Lixz Tubnout. 



Bill of material. oS pieces. 36-51' B. M. S' 6 " track tie. 



P'ces. 

8 
7 
5 
4 



7"X9"X 9' 0" 
7"X9"X 9' 6" 
7"X9"X10' 0" 
7"X9"X10' 6" 



P'ces. 
3 
3 
3 
3 



7"X9"X11' 0" 
7"X9"Xir 6" 
7"X9"X12' 0" 
7"X9"X12' 6" 



P'ces. 

3 
2 
3 



7"X9"X13' 0" 
7"X9"X13''6" 
7"X9"X14' 0" 
7"X9"X14' 6" 



P'ces. 

5 
2 
3 

? 



7"X9"X15' 0' 
7"X9"X15' 6' 
7"X9"X16' 0' 
7"X9"X16' 6' 



Bill of material. 56 pieces. 3-336' B. M. S' 0" track tie. 



P'ces. 

8 
7 
5 

4 



7"X9"X S' 6" 
7"X9"X 9' 0" 
7"X9"X 9' 6" 
7"X9"X10' 0" 



P'ces. 
3 
3 
3 
3 



7"X9"X10' 6" 
7"X9"X11' 0" 
7"X9"Xir 6" 
7"X9"X12' 0" 



P'ces. 



; 7"X9"X12' 6" 

' 7"X9"X13' 0" 

1 7"X9"X13' 6" 

7"X9"X14' 0" 



P'ces. 

3 
4 
3 



7"X9"X14' 6' 
7"X9"Xlo' 0' 
7"X9"X15' 6' 



X'o. 11. Main Lixx Turnout. 



Bill of material. 78 pieces. 4S14' B. M. 8' 6" track tie. 



P'ces. 
12 

, 10 
8 



7"X9"X 9' 0" 
7"X9"X 9' 6" 
!7"X9"X10' 0" 
7 "X9 'XIO' 6" 



P'ces. 



7"X9"X11' 0" 
7"X9"Xir 6" 
7"X9"X12' 0" 
7"X9"X12' 6" 



P'ces. 
4 
4 
3 
3 



7"X9"X13' 0" 
i7"X9"X13' 6" 
7"X9"X14' 0" 
7"X9"X14' 6" 



P'ces. 

4 7"X9"X1.5' 0' 

3 7"X9"X1.5' 6' 

3 i7"X9"X16' 0' 

3 l7"X9"X16' 6' 



Bill of material. 75 pieces. 4363' B. .M. 8' " track tie. 



Pees 

12 

10 

8 



7 X9 

7 X9 X 9 

T X9 X 9 



K 8 6 




5 '7 X9 XIO 



P'c^. 
5 

5 
3 

3 



X9 XIO 6" 

X9 XU 

X9 Xll' 6 " 

X^ X12' ' 



Pees. 
4 
4 

3 



'' X9 'X12' 6 ' 
7"X9"X13' 0" 
7 "X9 "X13' 6' 
7 'X9 'X14' " 



P'ces. 
I 2 
5 
3 



7"X9"X14' 6" 
7"X9"X15' 0" 
7"X9"X15' 6" 



TYPICAL DOUBLE SLIP SWITCHES. 



229 







O 

u 
O 

.Br 
m 



o 
Q 



<1 






' 


a. 


&C 




>- 


s 


^ ■ 






<§ 







230 



DERAILS. 



Derails. — Derails are used generally for the protection of 
main tracks where a siding, which may be used for standing 
cars, comes off the main track or any other track leading thereto, 
having a gradient of 0.2 per cent or over toward the main line, 
so located that there is danger of a runaway car getting either 
directly or through an intervening siding to a main track. 

The type used is generally that having an operating stand 
and target of its own, but in special cases where deemed ad- 
visable, the type having a target stand only and interlocked 
with the switch is used. V 

Derails should be located so that derailed cars shall not foul 
the protected track, and the distance of the derail from the 
clearance point should be carefully considered with reference 
to the probable distance a car would run after being derailed. 

Retaining or deflecting guard rails are used in special cases 
where deemed advisable. 

The terms " Right " and " Left " hand derail mean a derail 
deflecting to the right or left in the direction which a derailed 
car would move. (Fig. 73.) 




Left Hand Derail. 

Fig. 73. 

The following is an illustration of the method of determining 
the speed of a runaway car at the derail. , 

A car is standing on a siding 450 ft. from the derail. 

The fall of the track to the derail is 5.06. Between these 
points there is 2° 00' curve 200 ft. long. 

Rolling friction equals 0.3 ft. per 100 ft. of 

travel, or in 450 ft. it is 4.50 X 0.3 1.35 ft. 

Curve resistance equals 0.04 ft. per 100 ft. of 
travel per degree of curve, or in 200 ft. of 2° 00' 
curve it is 2 X 2 X 0.04 0.16 ft . 

Total resistance expressed in feet of fall 1-51 ft. 

The effective fall is 5,06 - 1.51 3.55 ft. 



IMPACT OF CARS. 



231 



Let V = the speed of the car and h = the effective fall, then 
the general formula is 

72 = /i -^ 0.0355. 
In this case 

V^ = 3.55 -^ 0.0355 = 100, 
F = 10 miles per hour, 

the speed of the car at the derail. 

The proximity of other tracks, structures, embankments and 
curvature of the track must also be considered. 

Formula for impact of cars under four different conditions 
are given by the A. R. A. Assoc, as follows: 

IMPACT OF CARS. 

CONSIDEBING CaES AS INELASTIC BoDIES. 



CASE 1,-BOTH CARS MOVING IN SAME DIRECTION 
Vi > 



cm 



mimi^. 



33. 



Va- 



PC 



^^^^^^5^^^ 



21 



JX 



^^^^^^^^^^^^^^^^5^^^^^^^^^^^^^ 



mmi 



E- = 



29.95 tWi+W.2) 



V-- 



w^Vi + WjjVa 



^ Wj + Wa 



CASE 2, -CARS MOVING TOWARD EACH OTHER 
~ Vl ^ _ 






' \ 



(°)3^ 



E-- 



_WlW2(Vl + V2r 



29.95 CWi + W2) 



v=- 



WlVi-W2V2 



CASE 3, -ONE CAR STANDING STILL 

Vl > _ 



v„=o 



^^^^^^^^^^^^^^^^^^^^^^^^^^^ 



E=- 



WiW2Vx2 
29.95 (W1+W2) 




V=' 



Wi+ W2 



CASE 4, -ONE CAR STRIKING AN IMMOVABLE BODY 
> 




E=-.0334W"V2 

Wi = weight of one car in pounds. 

Vl = velocity of one car in miles per hour. 
W2 = weight of other car in pounds. 

V2 = velocity of other car in miles per hour. 

E = energy of impact in foot pounds. 

V = resulting velocity of both cars in miles per hour. 



232 BUMPING POSTS AND CAR STOPS. 

Bumping Posts, Car Stops, etc. — The type of stop or post 
to be used should be carefully considered for each case. 

For tracks ending in a cutting or at unimportant points where 
there is Httle or no grade, the frame car stop, Fig. 77, may be 
used. 

For tracks at about ground level where there is little or no 
grade and no better protection is necessary, an earth or cinder 
stop. Fig. 75, is used. 

Where the side space is limited the sand car stop, Fig. 78, is 
used. 

For passenger stub tracks in stations and yards on a level 
the cast iron stop. Fig. 74, is generally used. 

Where sidings end on an embankment or trestle or have 
buildings or other damageable structures at the end thereof, 
rendering it necessar\' to positively stop a car for the safety of 
the car or the property adjoining the siding, a bumping post 
should invariably be used. 

Too frequently the bumping posts in use are badly chosen, 
and often the damage caused by them is much greater than 
would be the cost of puUing a derailed car onto the track occa- 
sionally. 

Frame Car Stop. (Fig. 77.) — The frame car stop should be 
used in cuts where the excavated embankment forms a natural 
stop, or for tracks at unimportant points where there is httle 
or no grade. 

Earth or Cinder Stop. (Fig. 75.) — The earth or cinder stop 
should be used when there is no need of better protection, and 
there is httle or no grade. 

Sand Car Stop. (Fig. 78.) — The sand car stop should be 
used where the side space is limited, and there is no need of 
better protection and there is httle or no grade. 

Cast Iron Stop. (Fig. 76.) — The cast iron stop should be 
used principally for protection of passenger car tracks in stations 
and yards on a level or nearly level grade. 

C. P. R. Bumping Post. fFig. 74.) — This bumping post is 
to be used only when necessary for the protection of person or 
property, and when it is absolutely essential to stop the car 
rather than have it run over the end of track. 



CAR STOPS. 



233 



.12 1 16 .-V 
, IJTB"'*- ^ •>- 

IJi^tur^ed steel bol 
l^+32reamedhol< 

1 z 8 liOg Screws 
Oak Block— 
IJiBolt 

3"x 9 X ia"sais 
a'o'sq, 

Note:-BiimpiQg Poste to be used 
only when other kind of Car stops 
will not answer for passenger and 
freight tracks 




1 RaU of 33 ft. 
Special, Joint 



Anchor Rods 
ELEVATION 

Cedar Tie 
'Steel Plate 



_;}, Large Size 

J'^i"x6i6"; 




^^^y-m^ 




EARTH CAR STOP 

Fig. 75. 




SECTION A-B 



C.I. BRACE 



Fig. 74. 




CAST IRON CAR STOP 

Fig. 76. 



-JTi^^f^y^ Flanges 
°A^ (h'fl 1'^ Turned 

Drilled HoUeli^'irOak Shims 
FOR 80 & 85 
LB. RAILS ' 




FRAME CAR STOP 



Fig. 77. 



■SB ri_n 

-f~TrzMf~r~-r - n — i — i— ' 




SAND C^kR STOP 



Fig. 78. 



234 



STEEL BUMPING POST. 



Steel Bumping Post, D. L. & W. R. R. (Fig. 79.)— It is 
built entirely of structural steel shapes and rests on a concrete 
bed to which it is securely anchored by twenty IJ-in. bolts. 
The bottom ties are 15-in. 554b. channels about 15 ft. 6 in. 
long bedded in concrete laid over the foundation. These are 
said to provide a stable base, and the upright bracket which 
carries the rubber bumper block is strongly reinforced with 
stiffening angles in the direction of the resultant forces under 
impact 




F5g. 79. Details of Steel Bumping Poet in Hoboken Terminal of D. L. <fc 

W. R. R. 



DIAMOND CROSSINGS. 235 

Diamonds. — The present day crossings, where traffic amounts 
to anything, are usually made of manganese steel, cast in two or 
more pieces. Where traffic is very light, built-up rail crossings 
of heavy steel are quite common. 

It is well known that the pounding of rolling stock over a 
crossing is very destructive and if any looseness develops in 
any part of the crossing it is soon rendered unfit for service. 
It is essential, therefore, that the crossing be made of as few 
parts as possible, that the rails are deep and stiff and the con- 
nections made rigid so that no looseness shall develop under 
ordinary care and wear. 

Standards for manganese crossings of various types for vary- 
ing conditions and angles have been developed by the manga- 
nese track society which are followed pretty closely by the 
various manufacturers. 

It is usual for the railway, in manganese work, to contract 
for their crossing work and plans are submitted for their approval 
by the makers, and the results chiefly depend on the workman- 
ship and quality of the cast manganese as well as proper instal- 
lation and maintenance. 

To further strengthen crossings of this kind, foundations of 
concrete and steel directly under the crossing have been used 
in one or two cases,, as an additional effort to get better riding 
track with less noise and wear. 

Cost. — The cost will depend upon their weight, kind of angle 
and type of rail. There is very little difference in recent figures 
between the cost of a solid manganese and a built-up with 
manganese inserts. The following figures are some recent prices 
for manganese and built-up crossing, f. o. b. cars for the mate- 
rial. 

One solid manganese 85-lb. diamond, 18°.. . . $740 

One solid manganese 85-lb. diamond, 30° 850 

One solid manganese 85-lb. diamond, 60° 809 

One bmlt-up 85-lb. diamond, 56° 235 

One built-up with manganese inserts, 85-lb. diamond, 20°. . . . 719 

Two solid manganese 85-lb. diamonds $1000 to $1250 

Four solid manganese 85-lb. diamonds $2100 to $2500 

Interlockers. — On the assumption that all trains approach- 
ing a grade crossing would be required to come to a stop before 



236 



INTERLOCKERS. 



proceeding over the crossing, unless the crossing is protected 
by interlocking, it is figured that 12 trains a day, aside from 
the safety of interlocking, would justify its installation. The 
figures are as follows: 

Estimated yearly cost of interlocking. 

Cost of interlocking single track (16 levers) (Fig. 80) $6000 

Interest on cost, 5 per cent S300.00 » 

Depreciation, 7 per cent 420 . 00 

Maintenance 270 . 00 

Operation 1200.0 

Total cost per annum $2190 . 00 or $6 . 00 per day 



"31 



7 



«J 



9 



JJio 



15 



Id?. 



12 



r^ 



||fT 

Fig. 80. Interlocked Single-track Lay-out. 

Figuring that it costs 50 cents to stop a train and again ac- 
celerate it to its original speed, 12 trains would be $6.00 per 
day or the equivalent of what it would cost to install and oper- 
ate an interlocker. Where there are more than 12 trains there 
would be a corresponding saving. 

Interlocking Tower, Montclair, N. J., D. & W. R. R. (Fig. 
81.) — The signal tower is a two-story concrete structure with a 
basement. The tower plans show the end, the front, and rear 



INTERLOCKING TOWER. 



237 




o 



i=i 
O 

• ^H 
-(-3 

> 



00 
bb 



238 INTERLOCKING TOWER. 

elevations, and also the floor plans. The basement plan shows 
the locations of the power equipment which consists of duplicate 
air compressors driven separately by three-phase 60-cycle in- 
duction motors, rated at 1800 R P.M. The air compressors 
are of the four-cylinder two-stage type, each compressor having 
a capacity of 100 cu. ft. per minute. The motors are controlled 
from the switchboard with an external starting resistance con- 
nected into the rotor circuit. 

The motor generator sets, of which there are three, consist 
of three-phase 60-cycle 220-volt motors with shunt wound gen- 
erators, rated at 75 amperes and 15 volts. These sets are of 
the unit franle type and furnish energy for charging storage 
battery. ' . 

The storage battery consists of four sets of Edison A-10 
cells. Two sets of 16 cells each furnish energy for the inter- 
locking apparatus as follows : for the control of switches, signals, 
and various indicator and annunciator circuits. One set of 
battery is for on and one set for off duty. Two sets of four 
cells each furnish energy for 32 track circuits on the plant. 

The approximate cost of this tower (without equipment) 
under ordinary conditions is estimated to be $3900. 



BALLAST. 239 



CHAPTER XL 
BALLAST. 

The material placed on the roadbed for the purpose of hold- 
ing the track in line and surface is called ballast, and commonly 
consists of broken stone, gravel, cinders, sand, slag, or other 
material, depending on what is most available or expedient. 

It is essential that the material selected should. drain readily 
and the ballast section should be such as to distribute the bear- 
ing of the ties and insure a uniform pressure on the subgrade 
with reference to the volume and character of traffic, the cli- 
matic conditions, the nature of the subgrade itself and the 
spacing of the ties. 

To produce a uniform pressure on the subgrade with the 
ordinary tie it is stated that 24 in. of ballast under the tie is 
necessary, but for a cushion only on a solid roadbed 12 in. is 
sufficient. The general ballast sections in use, however, vary 
from 7 in. to 12 in. in depth under the tie, and are of two types, 
the square section and the rounded section or a combination 
of both. 

The principal kinds of ballast generally used today as de- 
scribed by Mr. E. A. Hadley are earth, cinders, gravel, chatts, 
burnt clay, furnace slag and broken stone. Dirt ballast or 
earth is easily worked in dry weather, but it is difficult to keep 
up the track with it in wet weather, and it also has a heavy 
growth of grass and weeds. It is dusty in dry weather and it 
reduces the life of the ties by decay at the ground line and 
causes broken ties in the winter by the earth heaving. Gravel 
is a ballast which increases the life of the tie and makes it pos- 
sible to maintain good track. It is comparatively free from 
weeds, especially washed gravel from streams. It is also fairly 
free from dust. Chatt ballast is the refuse from lead and 
zinc mines from which the metal has been extracted, and is 
really finely crushed stone. It almost entirely destroys vege- 
tation, and if not too fine is practically dustless. It is easily 
worked and gives a neat appearance to the track. 



240 



BALLAST SECTIONS. 
Crushed Stone or Slag. 



i <,/.,i.v 1 0-0- 4 



-13-0- 



Slope in 




Tie, 6 in. by 8 in. by 8 ft. 
Baltimore and Ohio Railroad. 



12 Slope % to the foot 
■ — "*^^^ 'Slope 1^2'tol' 



Tie, 6 in. by 8 in. by 8 ft. 
Chicago, Burlingon & Quincy Railroad. 




I 1^2-9'-^ M'o'-^ 



^ J xSlope W%to 1' 




Tie, 6 in. by 8 in. by 8 ft. 
IlUnois Central Railroad. 



^11-0-r77 — ;r*i 



?^P7f 5^X^£^L,Slope lM"to 1' 




Tie, 7 in. by 9 in. by 8 ft. 6 in. 
Lake Shore & Michigan Southern Railroad. 



Gravel. 



'.'/1 6 ^ 



t< 9 > ^ > 

I'o'-ltNrit: 



-13-0 



Slope (/'to the foot |Ballast below top of tie at C.L 
' ' 12 i Slope U to the foot 

Slope 2"to I' 




Slope to the foot 

Tie, 6 in. by 8 in. by 8 ft. 
Grand Trunk Railroad. 



BALLAST SECTIONS. 



241 




Tie, 7 in. by 9 in. by 8 ft. 4 in. 
Pennsylvania Lines East. 



-106- 



' ■ I ! .^ 




f^^/^" 



'%\ Slope o'to the foot 

Tie, 7 in. by 9 in. by 8 ft. 6 in. 
Pennsylvania Lines West. 



^ Sloped' to 1' 




•• "Sprain where needed 



Crushed Rock and Slag 
Class A 



Slope !/to f 




I /Rad.4' 
/ 
/ 

Crushed Rock and Slag 

Class A 




'5>° 



I 
I Li' 



l^-lV— 2 6- 



/ Slope J^'to l' 

. . .. . l? >4e/ 




^Ilad.4' 




^°S 



Crushed Rock and Slag 
Class B 

Figures Class A and B are the recommended A. R. E. A. 
Sections under Varying Conditions. 



242 



QUANTITY BALLAST PER MILE, 



Burnt clay is not used extensively. It pulverizes rapidly 
and the growth of weeds is heavy. It is usually a rather coarse 
material and should not be used except where cost of other 
ballast is high. Granulated slag ballast is molten slag run into 
water. It forms a fair ballast for yard and side-tracks. The 
coarse slag is practically crushed rock. It is hard, black and 
has very sharp projections, which cut into the ties, making 
renewals difficult; but is free from dust and weeds. Broken 
stone ballast can be worked the year around and is not easily 
displaced by running water and is practically dustless. It is 
expensive in first cost and makes tie renewals difficult. 

The heavier the traffic the more economical stone ballast 
becomes, but it is not so for light traffic. On a comparatively 
solid subgrade a stone-ballasted track will remain in good con- 
dition longer than a gravel-ballasted track. Stone ballast, after 
being in use for some years, becomes filled with earth from the 
subgrade and with cinders and other foreign material, so that 
it does not properly drain off the water. It must be removed 
and cleaned with ballast forks or screens to remove the dirt and 
then replaced with 10 to 20 per cent of new material. 

Quantity of Ballast in the Standard Sections of Various 

Railroads. 

TABLE 97. — STONE BALLAST SECTIONS. 



Name of railroad. 



Chicago & N. W | 

Chicago, Rock Island & Pacific s 

Pennsylvania Lines, West \ 

Lehigh Valley » 

Pennsylvania Lines, East j 

New York Central & Hudson River -j 

Baltimore & Ohio j 

Illinois Central j 

C.P.R I 



Track. 

1 


Width at 
subgrade. 


Crowning 
at center. 


1 
Depth of 
ballast 
under tie. 


1 
Single 


20' 0" 


Curve 


6" 


Double 


33' 0" 


Curve 


6" 


Single 


18' 0" 


Nil 


8" 


Double 
Single 


33' 0" 
21' 4" 




8" 
10" 


NU 


Double 


35' 4" 


Nil 


12" 


Single 


19' 0" 


5" 


7" 


Double 


32' 0" 


5" 


9" 


Single 


19' sy 


2J" 


8" 


Double 


32' 8i" 


4A" 


8" 


Single 


20' 0" 


li" 


9i" 


Double 


33' 0" 


2" 




Single 


20' 0" 


Nil 


12" 


Double 


33' 0" 


Nil 


12" 


Single 


20' 0" 


l"in I'O" 


12" 


Double 


34' 0" 


r'inl'O" 


12" 


Single 


17' 0" to 19' 


i"tor 0" 


7" 


Double 


30' 0" to 32' 


1" to I'O" 


7" 



Cu.vds. 



per 
mile. 



2100 
4000 
2100 
4600 
2400 
6900 
2500 
5400 
2600 
5200 
3000 
7000 
3400 
7000 
3600 
7100 
2500 
4800 



BALLAST TEMPLATES. 



243 



TABLE 98. — GRAVEL BALLAST SECTIONS. 



Name of railroad. 



Chicago & N. W 

Chicago, Rock Island & Pacific .... 

Pennsylvania Lines, West 

Lehigh Valley. 

Pennsylvania Lines, East 

New York Central & Hudson River 

Baltimore & Ohio ^ 

Illinois Central 

C. P. R 



Track. 


Width at 
subgrade. 


Crowning 
at center. 


Depth of 

ballast 

under tie. 

% 


Single 


20' 0" 


Curve 


12" 


Double 
Single 


33' 0" 




12" 




Double 


31' to 33' 


Nil 


6" to 8" 


Single 


21' 0" 


Nil 


10" 


Double 


36' 0" 


Nil 


12" 


Single 


18' 0" 


5" 


7" 


Double 


32' 0" 


5" 


7" to 9" 


Single 


19' 8^' 


2|" 


8" 


Double 


32' 8h" 


iiV 


8" 


Single 


20' 0" 


U" 


91" 


Double 


33' 0" 


2" 


9i" 


Single 


20' 0" 


Nil 


12" 


Double 


33' 0" 


Nil 


12" 


Single 


20' 0" 


l"tol' 


12" 


Double 


34' 0" 


l"tol' 0" 


12" 


Single" 


17' to 19' 


r'tol' 0" 


7" - 


Double 


30' to 32' 


r'tol' 0" 


7" 



Cu. yd. 

per 

mile. 



3000 
6200 

2800 
3600 
7000 
2400 
3500 
2100 
3700 
3100 
6200 
3800 
7300 
3800 
7100 
3000 
5300 



Ballast Section Templates. — In setting and trimming the 
ballast in maintenance work, a template made of wood is used 
by the section gang; arranged so that it is supported by the 
rails when set up in position, serving as a guide for the trim- 
ming and shaping of the ballast in accordance with the stand- 
ard section. 

The C. P. R. ballast templates are illustrated In Fig. 81a and 
are made of 1" X 4" and 1" X 6" timbers nailed together and 
shaped to conform with the lines of the ballast sections. It will 
be noted that both the main line and branch line templates 
for gravel ballast are ahke except for position of gauge blocks. 

The cost of each template is about $1.50 each. 

Cost of Ballasting. — Stone ballast is considered to be the most 
efficient; next comes broken slag (not granulated), then gravel, 
chatts, burnt clay or gumbo, and cinders. The efficiency of 
gravel ballast is much improved by washing, which removes 
clay and dust. Stone ballast that has been in the track for a 
long time gets clogged up with dust and dirt and is much im- 
proved by screening. Ballast is most economically handled by 
cars designed for the purpose but they are not always available; 
whatever class of car is used the cars in the train should be of 



244 



COST OF B.AXLASTING. 




BROKEN STONE BALLAST SECTION TEMPLATE 




ggj^— 



SWJSSSWpSSB^BBBass 



V«^ — P.^ 



GRAVEL BALLAST SECT:ON TEMPLATE ^/\ 






^ 10 8 

X^ 3 'l-^l ><U 6 'i}{- 


*i 

r 

> 


r 


■■: =^: :•;■-: ::ir 


-rn— 1 


^ 


^^C-"* i ''I =>i T ^ 1x4 E::.:ki__-_---^ T 


"v 






i 


^ 


^^^^hsl^vvv-i:i*^"'^^"">j;,V ' 




^ 


^,^ r"' ^ /^^-'-^■^■^- ■ ; ; 





-3'U)il- 






-4 8H- 



GRAVEL BALLAST SECTION TEMPLATE- BRANCH LINES 

Fig. 81a. 

uniform construction. On improvement work, when large quan- 
tities of ballast or waste material are to be handled, ballast car 
unloaders and spreaders are used. 

The cost of ballasting will depend largely on local condition, 
the kind of ballast available or the kind and amount desired, 
the length of haul, density of traffic and the amount and class 
of work contemplated. 

On the Missouri Pacific R. R. for train service in connection 

with ballasting done by contract the following daily charges 

were made for use of equipment (exclusive of labor and force) : 

Locomotive with cylinders to 18 in SlO 

Locomotive with cylinders 18-22 in 20 

Shovels, steam, -40-60 ton 15 

Shovels, steam, 60 ton and over 18 

Cars derrick (incl. tool and blocking cars) 20 

Cars, wrecking, 30 ton 30 

Cars, wTecking, 40-50 ton 40 

Cars, wrecking, 78 ton and over 50 



COST OF BALLASTING. 



245 



Contract prices for gravel ballasting for a 6-in. raise in track 
on the Missouri Pacific R R. : 

Loading and hauling from pit and unloading at point 

of application 52^ per yard 

Applying ballast. 25j^ " " 

Renewing ties (incl. necessary respacing ties and 

spikes furnished by company) 15?^ " " 

A carefully kept statement of the cost of ballasting with heavy 
gravel on a large single track division of a transcontinental road 
in 1913 gave the following: 

TABLE 99. — COST OF BALLASTING TRACK WITH GRAVEL. 





3 
a> a) 

> 

< 


Details of cost. 


'6 
>5 


Loading. 


Train 
service. 


Un- 
loading. 


Putting 
under track. 


Trimming. 


Super- 
vision. 


Total. 


o 


4^ 

o 




O 

O 


u 

13.0ji 

10.3 

13.8 

9.0 

9.0 

18.0 

10.0 

8.0 

7.0 

8.8 

6.3 

6.0 

6.9 

9.8 


4^ 

CO 

6 

$600 

1240 
634 
636 
462 
820 
563 
320 
208 
730 

1400 
659 
350 

8630 




O 
O 




-1^ 

00 

O 

o 




O 
O 




.5 


-1 
o 


36,321 


31.0 
39.4 
36.5 
27.0 
22.0 
40.0 
30.0 
20.0 
20.0 
50.0 
58.0 
16.0 
40.0 
36 


$763 

1,121 

613 

762 

693 

1,242 

845 

480 

312 

974 

2,606 

1,318 

1,676 

13,405 


2.U 

3.4 

4.3 

3.0 

3.0 

3.0 

3.0 

3.0 

3.0 

4.0 

4.4 

4.0 

9.0 

3.7 


$4,721 
3,256 
1,969 
2,288 
2,079 
7,452 
2,817 
1,280 
727 
2,112 
3,819 
1,977 
1,280 

35,777 


3.8 
4.4 
2.5 
2.0 
2.0 
2.0 
2.0 
2.0 
3.0 
2.3 
2.0 
2.0 
2.4 


$11,000 
4,710 
1,354 
3,050 
2,310 
8,280 
5,634 
3,200 
2,077 
5,888 
7,161 
2,636 
3,015 
50,315 


30.2fi 
14.6 

9.5 
12.0 
10.0 
20.0 
20.0 
20.0 
20.0 
24.2 
12.0 

8.0 
16.0 
13.8 


$3,000 
1,943 
913 
2,542 
2,310 
4,140 
2,817 
1,600 
1,038 
2,435 
2,871 
659 
1,536 

27,804 


8M 

5.9 

6.4 

10.0 

10.0 

10.0 

10.0 

10.0 

10.0 

10.0 

4.3 

2.0 

8.0 

7.7 






$20,084 

12,340 

5,513 

9,532 

8,085 

21,942 

12,676 

6,880 

4,362 

12,626 

17,776 

7,249 

8,167 

147,232 


55.4f5 


32,445 
14,220 
25,420 
23,100 
41,400 


$70 

30 

254 

231 


0.2ji 
0.2 
1.0 
1.0 


38.0 
38.7 
37.5 
35.0 
53. (K 


28,170 






45.0 


16,000 






43 


10,384 






42.0 


24,350 
59,835 
32,945 


487 
219 


2.0 
0.4 


52.0 
29.7 
22.0 


18,655 
363,245 


310 
1601 


1.9 
0.8 


43.8 
40.6 



Where item of supervision is omitted it has been included as labor under the various headings. 
Allow 5^ for material and 4.4fi for stripping, making 50(* per cu. yd. for estimating. 

APPROXIMATE COST OF GRAVEL BALLAST. 





Cost per cubic yard. 


Average haul, 90 miles. 


Average, 
cents. 


Minimum, 

cents. 


Maximum, 
cents. 


Loading 


$0.04 
0.06 
0.01 
0.12 
0.02 


$0.02 
0.02 
0.01 
0.08 
0.02 


$0.12 


Train service 


0.12 


Unloading 


0.03 


Putting under track 


0.20 


Supervision 


0.03 


Total cost per cubic yard 


$0.25 


$0.15 


$0.50 



246 



STONE BALLAST. 



APPROXIMATE COST OF WASHED GRAVEL. 

Washed gravel at pit 22-34 28 

Washed gravel hauling 10-06 08 

Washed gravel placed in track 25-35 30 

Average : 66 cents 

The cost of placing ballast in track includes cutting out old 
ballast, dressing up new ballast and surfacing. 

Stone Ballast. — Stone ballasting on maintenance work has 
been done by contract on a unit price basis per foot of track, the 
work principally consisting of the skeletoning out of the old bal- 
last to the bottom of the ties, hfting the track to the grade 
stakes and surfacing, lining and trimming. Stone ballasting 
done by contract during season 1913 (about 12 miles double 
track) on the Michigan Central Ry., the unit prices for a stone 
ballast hft not to exceed 8 in. were as follows: 

Skeletoning track 2. 62fi per ft. 

Lifting track. ......; 3 . 50if " 

Surfacing and trimming 5.54^ " 

Total 11 . 66p per ft. single track. 

Unloading stone, putting in and spacing ties, and widening 
banks was done by the railway or on force account at actual 
cost; plowing down the ballast and distributing same and all 
train service incidental to such work is done with compan3''s 
forces. When stone has to be moved more than 300 ft. by the 
contractor, an overhaul is allowed. 

The company provided bunk cars for the contractor's men, 
including all tools and equipment needed in the work and free 
transportation for the men over its own lines. For ballast 
lifts exceeding 8 in., tne contractor was allowed J cents per foot 
for each inch or fraction of an inch in excess of 8 in. 

AVER-\GE COST OF STONE BALLAST. 





Cost per cubic yard. 


Average haul, 60 miles. 


Average, 
cents. 


Minimum, 
cents. 


Maximum, 
cents. 


Material 


SO. 59 
0.06 
0.01 
0.28 
0.02 


SO. 52 
0.03 
0.01 
0.18 
0.01 


SO. 85 


Train service 


0.11 


Unloading 


0.03 


Putting under track 


0.38 


Supervision 


0.03 


Total cost per cubic yard 


0.96 


0.75 


1.40 



COST OF REBALLASTING. 



247 



Cost of Reballasting with Broken Stone. — Cost of rebal- 
lasting with broken stone for various depths under the ties, 
figuring on removing the old ballast from shoulder and between 
ties to bottom of ties and giving the track a lift equal to the 
depth of stone proposed to be placed under the ties. 

Usually stone is purchased by the ton f. o. b. cars; very 
few roads operate or own quarries. 

For estimating purposes the weight of a cubic yard of solid granite 

may be taken at 4500 lbs. 

Voids when crushed (2| in. to f in.) 40% 

Weight of a cubic yard crushed granite will be 4500 X tA = • • • • 2700 lbs. 

For crushed granite purchased at 4:8^ a ton the cost per cubic 

yard will be 48 X UU = ' • • • 65 cts. 

'•I'll 

' ^^M/6^" Radius 






5 in. 
under tie. 

1800 
cu. yds. 


6 in. 
under tie. 


7 in. 
under tie. 


8 in. 
under tie. 


Single track. 


2100 
cu. yds. 


2500 
cu. yds. 


2900 
cu. yds. 


Cu. yd. crushed granite 65^ 

Train service (j^ per ton mile) . . . 15^ 

Preparing track, 900 cu. yds 20^ 

Unloading ballast 01 (^ 

Putting under track and surfacing 25^ 
Supervision and contingencies, abt. 10% 


$1170.00 
364.50 
180.00 
24.30 
450.00 
211.20 


$1365.00 
424.50 
180.00 
28.30 
525.00 
257.20 


$1625.00 
505.50 
180.00 
33.70 
625.00 
290.80 


$1885.00 
586.50 
180.00 
39.15 
725.00 
344.35 


Cost per mile, single track 


$2400 ..00 


$2780.00 


$3260.00 


$3760.00 






Cost per foot, single track 


$0,451 


$0.53 
$1.32 


$0.62 


$0.71 






Cost per cu. yd., single track 


$1.33 


$1.31 


$1.30 



^X M /6^'Ra'diusl 




Double track. 


5 in. 

under 

tie. 


6 in. 

under 

tie. 


7 in. 

under 

tie. 


8 in. 

under 

tie. 




3400 
cu. yds. 


4100 
cu. yds. 


4800 
cu. yds. 


5500 
cu. yds. 


Cu. yd. crushed granite 65^ 

Train service (H per ton per mile) . 15^ 

Preparing track, 2000 cu. yds 20^?; 

Unloading ballast 01^ 

Putting under track and surfacing 25^ 
Supervision and contingencies, abt. 10% 


$2210.00 
688.50 
400.00 
45.90 
850.00 
405.60 


$2665.00 

829.50 

400.00 

55.30 

1025.00 

495.20 


$3120.00 

972.00 

400.00 

64.80 

1200.00 

573.20 


$3575.00 

1113.00 

400.00 

74.20 

1375.00 

662.80 


Cost per mile, double track 


$4600.00 


$5470.00 


$6330.00 


$7200.00 






Cost per foot, double track 


$0.87 


$1.04 


$1.20 


$1.38 


Cost per cu. yd., double track 


$1.35 


$1.34 


$1.33 


$1.32 



248 COST OF BALLAST. 

For construction work when ballast pits have to be bought, 
also for spur tracks where the amount of ballast required is 
relatively small, it is usual to estimate 50 cents per cubic yard 
for gravel and $1.25 per cubic yard for broken stone, for the 
work in place. 

On the Big Four stone ballast cost 60^ cu. yd. f. o. b. cars. 
On the Big Four stone ballast cost 32 jf cu. yd. applying. 
On the Big Four gravel ballast cost 6jzf to 14^ cu. yd. 
On the Big Four gravel ballast cost \2^ cu. yd. applying. 

The C. C. C. & St. L. Ry., St, Louis Div., put under stone 
ballast after stone was unloaded on the ground, at an average 
cost of 27 cents per track foot. This was an 8-in. average raise, 
and included tie renewals, dressing and filling. 

W. I. French, Div. Eng., B. & 0. Ry. (A. R. E. A., Vol. 15, 
No. 164), comments on the cost and the extras that may be 
entailed from lifting track as follows: 

(a) Stone ballast costs from 45 to 80 cents per cubic yard, and 
to raise one mile of double track 10 in. will require 4380 cu. yd.; 
estimating this say at 60 cents per cubic yard, the cost of lifting 
track would be: 

Material $2628 

Labor ballasting 1300 

Dressing after berm is raised 300 

Total $4228 

(6) A 10-in. raise on a 10-ft. fill requires 2000 cu. yd. of filling 
per mile to restore standard embankment at, say, 50 cents per 
cubic yard, and will amount to $1000. The raising in cuts 
fills the ditches, and requires widening the cuts, which is very 
costly. 

(c) The lift may also require raising bridges, platforms and 
depots and lengthening culverts, etc. 

Cost of Cleaning Ballast. 

The following table from the A. R. E. A. proceedings (Vol. 
15) shows a comparison of cost of cleaning ballast on several 
roads and by different methods. It will be seen that the costs 
vary widely, due to the various methods employed and the 
various depths to which ballast was cleaned. 



COST OF CLEANING BALLAST. 



249 



Tests on the Baltimore & Ohio show that ballast can be 
cleaned by use of screens for just one-half the cost of doing the 
work with forks, and the results are said to be more uniform and 
altogether more satisfactory: 



Railroad. 



Pennsylvania. . . . 
(Eastern Div.) 



Pennsylvania 

(Pittsburg Div.) 



N. Y. N. H. & H 
C. R. R. of N. J.. 

N. Y. C. & H. R. 



B. &0. 



Method of 
cleaning. 



Forks. 
(Screened 
dirt.) 



Forks. 
(Screened 
dirt.) 



Forks. 
Forks. 

Forks. 



Screens. 



Cost per mile, 
double track. 



$1074.60 



$2252.00 



$2500.00 
(Four tracks. ) 

$1484.00 to $2534.40 

$3115.20 

(Four tracks.) 



$491.04 

(Single track.) 

Under and between 

ties to a depth of 

6 in. 

$813.12 

(Single track.) 

In space between 

ties, track 12 ft. 



$622.00 



$576.00 
$262.00 

$363.00 
$145.00 



Remarks. 



Space between ties cleaned to bot- 
tom of ties. The shoulders out- 
side the track and space between 
tracks to a depth of 12 in. below 
base of ties. Ten yds. of stone re- 
clainaed by screening from dirt 
obtained by forking one-half 
mile double track at cost of $159. 

Section cleaned same as above. 
Seventy-five yds. of stone re- 
claimed by screening from dirt 
obtaigied by forking one-half 
mile of double track at cost of 
$165. 



Estimated that from 150 to 300 yds. 
of ballast are lost per mile of track, 
when cleaned at intervals of 
three years. 

Material removed consists largely 
of dirt; averages about 30 per 
cent. 



On four-track territory. Waste 
divided as follows: 16 per cent of 
stone could not pass through 1-in. 
mesh, 24 per cent stone passed 
through 1-in. mesh, but was re- 
tained on i-in. mesh; 60 per cent 
dirt passed through J-in. mesh. 

Cleaning and dressing. Cleaned 
to 12 in. below bottom of tie at 
berm. Cleaned to bottom of tie 
between ties. Cleaned to 6 in. 
below bottom of tie in center 
ditch. 

Cleaning only. Same depth. 

Cleaning center ditch and berm 
only. 

Cleaning 6 in. Ijelow tie in center 
ditch and to bottom of tie be- 
tween ties on each adjacent 
track. 

Cleaning ditch only. 



250 TRACKLAYING AND SURFACING. 

CHAPTER XII. 
TRACKLAYING AND SURFACING. 

Tracklaying. — There are numerous methods of laying track 
depending upon the kind of work entailed, whether it is for a 
new line, a second track, or re-laying. 

Tracklajang on a new line will entail a material yard to store 
the ties, rails, fastenings, turnouts, etc., located to suit the 
local conditions, the method of tracklaying proposed, the 
amount of work involved, etc., and as the material has to be 
forwarded over the track under construction the arrangement 
should be such that will best suit the gang organization, the 
latter being dependent on the weight of steel, kind of construc- 
tion and method of trackwork proposed, whether by hand or a 
combination of gang and machines. 

The cost of tracklaying is very variable depending upon a 
large number of factors and conditions, and whether new steel 
or old steel is being laid. Exclusive of ballast and ballasting, 
the cost of tracklaying only, varies from S200 to $300 per mile. 

Tracklaying for second track is generally less costly than for a 
new hne, as the material can be distributed from the old track 
to better advantage; it may average $150 to $250 per mile. 

Tracklaying and Surfacing. — In addition to the tracklaying, 
this includes picking up low joints, tamping ties and redressing 
ballast. The cost varies from $350 to $650 per mile. 

Loading and Unloading Rail. — An economical method of 
handling rails is to have them shipped workways on flat cars 
with boards between each layer, unloading with rail unloaders. 

The rail unloaded where the machine can work freely will 
handle a rail per minute provided it is not held up waiting for 
the men to release rails. For quick work in storage j^ards a 
locomotive crane with a magnet can be used. To expedite the 
unloading of rail along the track, rail has been transferred from 
coal cars to flat cars with a rail loader in a yard at a cost of 
$2.10 per car. 

Unloading new rail with rail loader costs $25 to S35 per mile. 

Loading up old rail with rail loader costs $25 to $35 " " 



RELAYING OF RAIL. 251 

Relaying Rail. — The relaying of rail is one of the big items 
of maintenance work usually undertaken during the summer; 
a rail laying gang cost approximately $150 per day, or $15 per 
hour. When a rail laying machine is used, the number of men 
in the rail-laying portion of the gang may be reduced accord- 
ingly. 

The rail laying gang is usually closely followed by the surfac- 
ing gang, to readjust the ties at the new joints and to surface 
the track in finished condition. Rail taken up out of the track 
should be classified before being picked up. 

In relaying rail it is usual to distribute the new rails outside 
of the track and to relay one line of rails at a time. 

There are two methods in vogue for handling work of this 
kind, — either the old rails are shifted outwards and the new 
rails lifted over them and set in place, or the old rails are moved 
inward and then disconnected and thrown out after the new 
rails have been placed. On double track the rail laying should 
proceed in direction of the traffic. 

The cost of relaying rail will depend on the amount of track 
work done when the new rail is being placed. On one of the 
New York Central lines it cost 4 cents per track foot to lay rail 
under heavy traffic, unloading new rail and picking up old rail 
not included. This is about $211 per mile and adding $60 as 
the cost of unloading new rail and picking up old rail, it would 
total $271 per mile, single track. 

The C. C. C. & St. L. Ry. gives the cost of taking up 80-lb. 

rail and laying 90-lb. rail per mile, single track, as follows: 

Unloading new rail, with rail loader $27 

Loading up old rail 27 

Laying new rail 135 

Total per mile $189 

An ordinary estimate for this class of work where a certain 
proportion of new ties, surfacing and other work has to be done, 
gives the cost at $550 per mile as follows : 

Taking up old rail, per mile $25 

Unloading new rail, per mile 25 

Adzing ties per mile 9 

Respacing ties, @ S^ per foot 158 

Resurfacing, @ 3^ per foot 158 

Laying new rail, @ m per foot 79 

Putting new ties, 5 per cent, 150 @ 65ji^ 96 

Total per mile $550 



252 RENEWING AND RELAYING TIES. 

On the L. Valley, in June, 1915, one work train with several 
machines loaded 149,466 lin. ft. of 90-lb. rail, with fastenings 
or 14.15 track miles, on the Seneca Division, in one day. This 
comprised 2002 tons of rails and was loaded at a cost of 15.6 
cents per ton, or about $22 per mile. 

Throwing Track. — Men will ordinarily be distributed at 
about 2-ft. intervals. A 2-ft. section of track weighs about 
182 lb., while the resistance against throwing laterally is ten 
times this amount or 1820 lb. The average man can lift his 
own weight or 142 lb.; with a hning bar he can lift four times 
his own weight or 568 lb. 

Tie Tamping. — The pneumatic or mechanical tamping ma- 
chine mounted on a push car, having a compressor and gasoline 
engine, equipped with tampers driven by compressed air, re- 
quiring a man to operate each tamper and also a man to work 
the machine, has been in experimental use for some time on a 
number of roads and while no definite recommendation is given 
as to the economy to be obtained as against hand tamping, the 
results are much better than hand tamping, are more uniform 
and track stays up better; and in situations where it is desir- 
able to have the least disturbance of track, such as crossings, 
turnouts, tunnels, river tubes, etc., the results will be very 
satisfactory. Electric tampers are also used. 

Cost of Tamping. 
D. L. & W. Ry. 

2 cents per tie for mechanical tamping. 

1 . 8 cents per tie for hand tamping. 
N. Y. N. H. & H. Ry. 

5.17 cents per tie for mechanical tamping, 3 . 92 to 9 . 30 cents. 

6.51 cents per tie for hand tamping, 4.44 to 10.09 cents. 

Expect to reduce cost by mechanical tamping to 4 cents per tie. 
Erie Ry., stone ballast : 

3 . 6 cents per tie for mechanical tamping. 

3 . 4 cents per tie for hand tamping. 

Renewing Ties. — Renewing ties in main track " in face '' 
consists of digging the ballast from around the old tie, drawing 
the spikes, removing the old tie, preparing the new bed, carry- 
ing new tie from pile, placing new tie in position, spiking it to 
gauge and tamping it solidly in position, after which the ballast, 
having been cleaned, is returned to the crib and the shoulder 
redressed and the old tie removed for burning. 

The renewing of eight ties per ten hours in stone ballast is 
considered a good average performance for one gang. 



TIE PLUGS. 



253 



Respacing Bunched Ties consists of digging out the ballast 
from between the ties, drawing spikes, driving tie in place, 
spiking to gauge, tamping, cleaning the ballast and redressing 
the shoulder. Respacing twelve ties in ten hours is consid- 
ered a good average performance for one gang. 

Tie Plugs. — As ties fail quite as much from spike cutting as 
from rail cutting, tie plugs play quite an important part in the 
life of the tie, especially where the curvature is heavy, and it is 
necessary to reline and regauge track at frequent intervals. Be- 
cause of the wave motion in a passing train there are compara- 
tively few spikes that have their head in contact with the rail, 
the tendency being for the spike to work upwards, and it is nec- 
essary to have them redriven from time to time, until it eventu- 
ally becomes necessary to redraw them and drive them in a new 



H^I 



k%^ 




Fig. 81b. 



place. It is false economy to redrive a spike without imme- 
diately plugging the hole it formerly occupied. 

Cost of Tie Plugs. — The type of tie plug used for this pur- 
pose by the C. P. R. is shown. Fig. 81b. The cost is about 75 
cents per thousand untreated or $1.10 per thousand treated; 
the timber used is local hardwood. 

All plugs must conform strictly to outlines and dimensions 
shown and be of full size and length. 

They must be made from sound, thoroughly air-dried white 
pine, free from knots and sap. 



254 WEEDING TRACKS. 

A small percentage of hardwood plugs may be ordered and 
shall be of white oak, rock elm, bh'ch or maple. 

Bags or boxes to be used for shipping. 

Plugs are purchased subject to inspection and acceptance of 
the railway company's inspectors. 

Cutting and Destroying Weeds. — Usually the weeds are cut 
with a shovel and thrown on the sides of the piles. The cost is 
about $25 per mile per year. On dirt track this practice from 
between ties and from heads of ties leaves the track in a bad 
condition and necessitates the section forces refilling same. 

Weeding Track. — To replace hand weeding of track, weed 
burners have been used to a limited extent, and weed destroyers 
by the use of chemicals. 

The application is made in a dry spell with a tank car and 
sprinkling device to distribute over the track. Average cost 
$35 to $45 per mile. 

Chicago, Milwaukee & St. Paul Ry. treated sixteen miles in 
1911 with an average of 62.5 gals, per mile at a cost, including 
expense of train crew, of $26.25 per mile. 

Baltimore & Ohio Ry. treated thirty-six miles in 1912, a 
width of 12 ft. with 100 gals, per mile at a cost of $37.75 per 
mile, exclusive of $29.35 for equipping car with a sprinkling 
device. 

Temperature Expansion (A. R. E. A.). — When laying rails their 
temperature should be taken by appl^dng a thermometer. To 
allow for expansion the openings between the ends of adjacent 
33-ft. rails should be as follows: 

Temperature, 
Fahrenheit. Allowance. 

-20° to 0*^ t\ inch 

0° " 25° i " 

50° " 75° r¥ " 

75° " 100° I " 

Over 100° rails should be laid close, without bumping . ^^ " 



TILE DRAINS. 255 

Tile Drains. — When cut and surface drainage is insufficient 
to carry off the surface water, or where trouble has developed 
from the formation of water pockets, or where the material 
holds the water so that it is prevented from escaping, or where 
conditions are such that the track is rendered soft and spongy 
during rainy spells, making it hard to maintain proper line and 
surface, such trouble is very often remedied b}^ the introduction 
of tile drains. Drainage of this character is very common and 
each road has its own methods of getting results. 

A method of draining wet cuts on the eastern lines of the 
A. T. & S. F. Ry. is shown on Fig. 82. The side of the cut is 
ditched as shown and the tile laid at the bottom, connecting 
with which are branch drains at about 16J ft. centers, staggered; 
with the Santa Fe section, the ditch is about 3 ft. deep, 1 ft. 
wide at the bottom and 7 ft. at the top. The branch pipes are 
laid so as to tap the bottom of the ballast or cinder pocket and 
the lateral trench is usually filled with ballast and the main 
ditch with cinders. 

The cost of such work will vary; 25 to 30 cents per lineal foot 
is a common figure for estimating 6-in. and 4-in. tile drainage 
for track work. 

French or Rock Drains. — For draining an embankment the 
'^ French " or rock drains are used to a large extent on the Santa 
Fe. These are simply trenches filled with broken stone, 3 to 4 
ft. wide, ordinarily at right angles to the track and extending to 
a depth sufficient to drain the water pocket. 

Some cases extend entirely through and in other cases only 
from about the center to one face of the embankment. The 
bottom of the trench is graded sufficient to ensure flow and the 
distance they are spaced apart, etc., depends upon the location 
and character of the pocket to be drained. The rock is usually 
rip-rap or one man stone, and sometimes a longitudinal drain 
at the foot of the embankment is also inserted into which the 
blind drains are connected. 

The cost of rip-rap stone is usually figured at about $1.25 per 
cubic yard in place; where rock is available the cost may be as 
low as 50 cents per cubic yard in place. 



256 



DETAILS OF TILE DIL\IN. 



a 



4 Vit. Bell 
End Tile 



T 




Fig. 82. Details of Tile Drain. 



Surface and Sub-surface Drainage (A. R. E. A.). — 

1. Water should be kept off the roadbed if possible. 

2. Intercepting ditches should be constructed for the protection 
of cuts. 

3. Intercepting ditches or pipe drains should be provided for 
the protection of banks built on saturated soils. 

4. Side ditches should be constructed in cuts through all classes 
of materials. 

5. Pipe drains should be provided for the drainage of wet 
cuts. 



TRACK VALUES. 



257 



EQUATING TRACK VALUES. 
To determine how the proper standard of maintenance may 
best be obtained and at the same time assign equal or equiva- 
lent duties to all trackmen the following table of equated track 
values has been suggested by the Roadmasters and Maintenance 
of V^ay Association. 

EQUATED TRACK VALUES FOR PRACTICAL APPLICATION. 



Class. 



A. Double track lines -j y^ 

( g 

A. Single track lines < ^^ 

i g 

B. Single track lines < '^ 

{ S 

C. Single track lines I ^ 



Force, one 

foreman 

and 


Equiv. 
mileage 
or sect. 


Men 

per mile 

with 

fore- 


Men 
per mile 
without 

fore- 


Miles 

per man 

with 

fore- 






man. 


man. 


man. 


6 men 
3 men 


hi 


0.78 
0.44 


0.67 
0.33 


1.29 

2.25 


4 men 
3 men 


hi 


0.83 
0.66 


0.66 
0.50 


1.20 
1.50 


4 men 
2 men 


hi 


0.71 
0.57 


0.57 
0.43 


1.40 
1.75 


3 men 

2 men 


hi 


0.50 
0.37 


0.37 
0.25 


2.00 
2.67 



Miles 
per man 
without 
fore- 
man. 



1.50 
3.00 
1.50 
2.00 
1.75 
2.33 
2.67 
4.00 



Each supervisor should have a permanent extra gang on his 
district on the following percentage of the actual main line and 
siding mileage (not equated) : 

Class A, Summer, 10 per cent; winter, 5 per cent. 

Classes B and C. Summer, 6 per cent; winter, 3 per cent. 

Proposed Equated Track Mileage Value. 

2 miles of passing track equal 1 mile of main track. 

2J miles all other sidings equal 1 mile of main track. 

15 switches equal 1 mile of main track. 

24 single derails connected with tower or switch stands equal 
1 mile of main track. 

12 single track railway crossings equal 1 mile of main track. 

15 single highway crossings (public roads) equal 1 mile of 
main track. 

10 single highway crossings (city streets) equal 1 mile of 

main track. 

Classification Track. 

Class A railways are those having more than one track, or a 
single track with the following traffic per mile: 

Freight cars per year equal 150,000 or 5,000,000 tons. 
Passenger cars per year equal 10,000. 
Maximum passenger speed of 50 miles per hour. 



258 



TOOL EQUIPMENT. 



Class B roads are those single track lines having the follow- 
ing traffic per mile: 

Freight cars per year equal 50,000 or 1,670,000 tons. 
Passenger cars per year equal 5000. 
Maximum passenger speed of 40 miles per hour. 
Class C lines are single track Unes not meeting the minimum 
requirements of Class B. 

TOOL EQUIPMENT. 

Tools to supply every man in the gang and several extra for 
repair purposes are required, for each section. 

The kind of tools used vary according to the ballast and other 
conditions, and the following is an average list of the minimum 
equipment for section gang of foreman and three men: 



Adzes 2 

Axes 1 

Bars, claw 2 

Bars, crow 2 

Bars, lining 2 

Bars, tamping 2 

Boards, elevation 1 

Brooms 1 

Cars, hand or motor 1 

Cars, push 1 

Chisel rail 5 

Cup, tin 1 

Flags, red 2 

Flags, yellow 2 

Grindstone 1 

Gauge, track 1 

Globes, red 2 

Globes, white 2 

Globes, yellow 2 

Hammers, maul 2 

Hammers, nail 1 

Hammers, sledge 1 

Handles, adze •. 1 

Handles, axe 1 

Handles, maul 2 

Approximate cost. 

1 car, hand 

1 car, push 

1 car, dump platform 

1 rail bender 

1 rail drill 



Handles, pick 2 

Jack track 1 

Lanterns 4 

Levels, spirit pocket 1 

Levels, track 1 

Oil can 1 

Oiler 1 

Oil (signal), pints 4 

Padlock, key, and chain 2 

Pail, water 1 

Picks and handles 4 

Platform dumping for push cars . 1 

Hatches and 3 drills 1 

Rail tongs . . . ^ 2 

Saws, hand 1 

Saws, crosscut 1 

Scythe, complete, grass or brush , 1 

Shovels, track 6 

S'witch key 1 

Tape, 50 feet 1 

Template, standard roadbed 1 

Torpedoes 12 

Wrenches, monkey 1 

Wrenches, track 3 



$40 
30 
21 
27 
25 



Balance as per list 182 

Total $325 

If motor car instead of hand car add 175 

$500 



MOTOR AND HAND CARS. 259 

Equipment for One Extra Gang. — 1 eccentric rail bender, 
1 rail drill, 8 1-in. and 4 IJ-in. bits, 4 15-ton double action track 
jacks, 6 hand or motor cars, 4 push cars, 4 platform dump 
boxes, 6 dozen snow shovels, 6 track wrenches, 6 claw bars, 12 
spike mauls, 24 lining bars, 12 rail tongs, 24 cold sets, 6 dozen 
track shovels, 24 spike maul handles, 24 pick axes and handles, 
12 adzes and handles, 1 50-ft. tape complete, 1 crosscut saw, 
1 hand saw, 1 1-in. auger 12 in. long, 6 tamping bars, 1 16-in. 
monkey wrench. 1 12-lb. sledge hammer. 

Approximate cost, $650 to $1500. 

STANDARD SIZES OF TOOL HOUSES ON VARIOUS RAILROADS. 

Pennsylvania 16 ft. by 30 ft. Philadelphia and 

Pennsylvania 16 ft. by 20 ft. Reading. . .■ 10 ft. by 13 ft. 

Pennsylvania 12 ft. by 14 ft. Canadian Pacific and 

Cincinnati Southern. 12 ft. by 16 ft. Northern Pacific . . 10 ft. by 24 ft.* 

Union Pacific 10 ft. by 14 ft. Canadian Pacific and 

Atchison, Topeka & Northern Pacific . . 10 ft. by 12 ft. f 

Santa Fe 12 ft. by 16 ft. Lehigh Valley 16 ft. by 20 ft. 

Motor and Hand Cars. — The adoption of motor cars instead 

of hand cars is generally recommended; by using motor there 

is said to be a saving of two cents per mile over the hand car. 

In many cases engines are purchased and mounted on the hand 

car. 

Price of one hand car ' $25 . 00 

Price of one motor car 200 . 00 

Price of one engine attached to hand car 130.00 

On sections employing up to eight men, a motor car may 
affect a saving of one man. 

The idea of the motor car instead of the hand car is to save 
time and energy; to relieve the men from the extra labor of 
hand car pumping and to enable gangs to combine and respond 
for emergency work without loss of time. 

The Baltimore & Ohio figures that a saving amounting to 
$101.42 per year is necessary to make it economical to substi- 
tute a motor car costing $200 for a hand car whose first cost is 
$25. The comparative capitalized cost of the two is estimated 
as follows : 

* Double. t Single. 



260 



REQUIREMENTS AND TYPES OF CARS. 





Motor cars. 


Hand cars. 


First cost of cars 

Life of cars 


S200.00 

6 vr. 

10 .'00 

20.94 

S79.25 


S25.00 
5 vr. 


Interest on first cost of 5 


per 
at 5 


cent. . . 




1.25 


Annuity for depreciation 
Operation: 

Gasoline at SO. 15 

Oil at SO. 50 

Batteries at SO. 20 


per cent 


S49.35 

9.50 

8.40 

12.00 

S79.25 


4.52 


Repairs 

Total 






3.00 


Annual cost 


S110.19 

8.77 


8 8.77 


Cost of operation 


S101.42 









Cost of Operation. ' — For bridge gangs, motor cars save much 
time which would otherwise be wasted in waiting for local 
freights to move the gang from one job to another. Several 
roads also mention the saving in train service which is effected 
b}' distributing bridge material on motor cars. 

Analysis of costs of operation which have been obtained by 
B. & B. Assoc., 1913, show the following: 



A^'ERAGE COSTS PER 100 MILES. 






Fuel. 


Repairs. 


Total. 


Section 


1.10 
1.20 
0.45 
1.07 
1.16 


1.04 
1.60 


2.14 


Bridge 

Alaintainers 


2.80 


Inspection 


0.91 


1.98 


Miscellaneous 











The cost per. 100 miles is larger for bridge men, which is 
consistent with the larger size of bridge gangs. 

The value of the time saved in one month during 1912 aver- 
aged S71.33 for 3 section gangs, and was S286.08 for one extra 
gang. To enable comparisons to be inade, one road is now 
reducing the data on cost of operation of motor cars to a ton- 
mile basis. 

Type of Car. — Small engines have been installed on hand cars 
and found satisfactory for section gangs, especially for gangs of 
two or three men, on account of their Ughter weight. The more 
rigidly constructed motor cars are better adapted to the use of 
the larger bridge gangs. 



SECTION FORCE TRACK WORK. 261 

The advantage of the 2-cycle engine is its simplicity of opera- 
tion, while the manufacturers of the 4-cycle engine claim greater 
economy in oil. Other features to be considered in choosing a 
car are: method of cooling, air or water, depending on whether 
car is to be used for running continuously for long distances, or 
intermittently; type of drive, direct or friction, and power 
required. 

Recommended Requirements of Motor Cars. — The car should 
be as light as possible consistent with required strength, and 
should not weigh more than 1000 lbs. The most of the weight 
should be over the loose wheels, to f acihtate taking the car off the 
track. Small pipes, which freeze quickly, should not be used for 
cooling. Water cooling should not be added if necessitating very 
much additional weight. 

The car should be designed to run either way at the same 
speed, with equal safety. The motor should be started, with the 
car at rest, and car started by a clutch or belt. 

The maximum speed possible should not exceed 20 miles per 
hour. It is very desirable to have at least two speeds in either 
direction to enable the car to pull heavy loads up steep grades at 
low speed, and at increased speed over light grades. 

The car should be designed as simply as possible, with all parts 
easily accessible. 

SECTION FORCE TRACK WORK.\ 

There is a great deal to be said in favor of a definite program 
of section force work, and whether it is followed out or not in 
actual practice, it is bound to help the section foreman as it 
brings to his attention many items that might otherwise be 
neglected. 

A suggested plan of work by W. F. Rench, described in the 
August number of the Ry. Main. Engineer for 1916, is given 
below. It is recognized of course that certain conditions must 
exist before a program of this kind can be carried out, and when 
such are lacking it would have to be modified to suit seasonable 
and other conditions. 

In the item of rail renewal there is a possibility of divergence 
because the material may not be supplied promptly. A large 
percentage of the rail is scheduled to be applied in the winter 
and early spring; this is rendered practicable by the increas- 



262 



SECTION FOECE TRACK WORK. 



Month. 


Per cent of ties to be 

renewed in main 

tracks at end of 

month. 


CO 
m 

M 
O 
ti 

Ph 


Per cent of ballast- 
ing to be completed 
at end of month. 


00 

£ 

M 
O 

Ph 


Per cent of rail re- 
newals to be com- 
pleted at end of 
month. 


a) 

03 

£ 


Work to be engaged in. 


January 






15 


Laving new rail, constructing standard 












ditches, removing snow and ice, sur- 
facing, shimming and gaging. 


February 










30 




Laying new rail, constructing standard 












ditches, removing snow and ice. 


March 










45 




Mainly surfacing, continuing rail renew- 












als, starting tie renewals, policing the 
road, installing under drainage. 


April 


27 




25 




50 




First half, laying rail, putting in ties, 
raising track where tie renewals were 
made; second half, surfacing track. 


May 


46 




35 




65 




Vigorous prosecution of tie renewals, 
rail renewals and track raising, with as 
much policing as possible. 


June 


57 




50 




70 




First three weeks, surfacing, 'including 
track raising; last week, continuing 
rail and tie renewals. Mow the right 
of way about the middle of the month. 


July 


72 




68 




85 




First half, continuing rail and tie re- 




newals; second half, lining and sur- 
facing and gaging. 


Augiist 


90 




78 




90 




Vigorous prosecution of tie renewals, 
track raising, rail repairs, with as 
ample policing as possible. 


September — 


95 




90 




95 




First half, surfacing and lining; second 
half, genial policing of roadway, bal- 
last border and ditches, with rail and 
tie renewals in sidings. Mow the 
right of way the second week in this 
month. 


October 


100 




100 




100 




Final policing of the road for the di\nsion 
inspection along with necessary lining, 
surfacing and gaging and repairing 
crossings. 


November. . . 














Surfacing and lining in order to enter 
















upon the closed period in the best 
shape possible. 


December. . . . 














Cleaning snow and ice, keeping ditches 
















open, making standard ditches where 
possible. 



Saturday to be devoted to policing, cleaning up scrap, pulling grass and weeds. 
Between June and September, two days each month to be devoted to tightening bolts. 
Last working day each month, bridge seats to be cleaned thoroughly. 

When making tie renewals, 85 days to be devoted to putting in ties, \\ days to surfacing or 
raising the stretch renewed. 

ing use of plain base splices and the ability to postpone for 
a time the spacing of the ties. The program coordinates the 
laying of rail to some extent with the several periods. 



RIGHT OF WAY FENCES. 



263 



CHAPTER XIII. 
RIGHT OF WAY FENCES. 

Wire Fence. — The wiring is generally purchased in accord- 
ance with the company's specification. Particular attention 
should be given to the gauge of wires, the galvanizing and the 
weaving. 

Either woven or field erected fencing is used. When woven, 
the fence is shipped in rolls, and when field erected, the wire is 
usually sent from the shop in reels. 

The C. P. R. standard fences are shown. Fig. 82a, both for 
woven and field erected. The woven fence is used on fairl}^ 
even ground and the field erected when the ground is rough and 
uneven. 



This post to be strained up at least 2 
.rl \ ^^'%' ^""^ P^°^^ ? ') 22',22- *^.-o M Pitch 





TO BE USED ON SMOOTH OR LEVEL GROUND 



This post to be strained up at least 2 ' 
.*« Pitohg" End Panel ,57 22" 22* 



}i Pitch 




2z6 X 30 



TO BE USED ON SMOOTH OR LEVEL GROUND 
TO TURN CATTLE & HORSES ONLY 




^This post to be strained up at least 2 
a,K, Pitchg» End Panel ( 5' 

~ 3«-3*B<»Ue,StiaadsJJf 



i^jaeSojil^ 



2x6'x 3 0' 



Droppers I'x 2" . ^ Ktch 






^ , t^Msd^^l^^dMM- i tm^-^J. I 



-Variable-from-16}^-to-25-ft 



TO BE USED ONLY IN WILD CATTLE GRAZING DISTRICTS 




Fig. 82a. C. P. R. Fences- 



264 



COST OF G.\LV-\XIZED IRON FENXES. 



TABLE IlX). — APPROXIM-\TE COST. GALVANIZED IRON FENCES. 



Material per rod (I65 ft.). 



Wire fencing F.O.B. (gal. iron) 
Posts (wood) 



Staples, locks, etc I 0.05 

Erection 

Supervision and contingencies , 



7-strand 


7-strand 


5-«trand 


5-strand 


woven 


field 


woven 


field 


■wire. 


erected. 


wire. 


erected. 


0.30 


0.37 


0.25 


C.31 


0.18 


0.18 


0.18 


0.18 


0.05 


0.07 


0.04 


0.06 


0.18 


0.27 


0.16 


0.24 


0.09 


0.16 


0.07 


0.11 



Cost per rod $0.80 SI. 05 SO. 70 SO. 90 



Cost per mile fence $256 00 $336.00 $224. OC $28S.0O 



Cost per mile track $512.00 $672.00 $44S.OO $576.00 



BILL OF MATERLAL FOR ONE MILE. 

WO^'EN SE^TEN-WIRE FENCE. 

Posts 25 ft. apart: 

320 rods 7-wire 48-in. woven wire fencing as specified. 

14 lb. H-in. galvanized wire fence staples. 

212 fence posts 8 ft. in. long, 5-in. diameter at smaU. end. 

For end panel add: 

1 fence post 9 ft. in. long, 8 in. diameter at small end. 

1 piece 4 in. X 4 in. X 12 ft. 4 in. long. 

2 pieces 2 in. X 6 in. X 3 ft. in. long. 

I lb. 60 d. steel wire nails. 
30 yds wire No. 9. 

WOVEN Fn"E-WIRE FENCE. 
Posts 25 ft. apart: 

320 rods 5-wire 44-in. woven wire fencing as specified. 

II lb. Ij-in. galvanized wire fence staples. 

212 fence posts 8 ft. in. long, 5 in. diameter at small end. 

For end panel add 

1 fence post 9 ft. in. long, 8 in. diameter at small end. 

1 piece 4 in. X 4 in. X 12 ft. 4 in. long. 

2 pieces 2 in. X 6 in. X 3 ft. in. long. 
1 lb. 60 d. steel wire nails. 

30 yds. wire No. 9. 



BILL OF MATERIAL FOR FENCES. 265 

BILL OF MATERIAL FOR ONE MILE (Continued). 

FIELD ERECTED SEVEN-WIRE FENCE. 
Posts 25 ft. apart: 

14 reels of 160 lbs. each of wire as specified. 

14 lb. l|-in. galvanized wire fence staples. 

212 fence posts 8 ft. in. long, 5 in. diameter at small end. 

For each panel add: 

1 fence post 9 ft. in. long, 8 in. diameter at small end. 

1 piece 4 in. X 4 in. X 12 ft. 4 in. long. 

2 pieces 2 in. X 6 in. X 3 ft. in. long. 
' 1 lb. 60 d. steel wire nails. 

30 yds. wire No. 9. 

27j bmidles of stays of 100 each as specified. 

14,240 locks as specified. 

FIELD ERECTED FIVE-WIRE FENCE. 

Posts 25 ft. apart: 

10 reels of 160 lbs. each of wire as specified. 

11 lbs. 1^-in. galvanized wire fence staples. 

212 fence posts 8 ft. in. long, 5 in. diameter at small end. 

For end panel add: 

1 fence post 9 ft. in. long, 8 in. diameter at smaU end. 

1 piece 4 in. X 4 in. X 12 ft. 4 in. long. 

2 pieces 2 in. X 6 in. X 3 ft. in. long. 
1 lb. 60 d. steel wire nails. 

30 yds. wire No. 9. 

27 1 bundles of 100 each of stays as specified. 

8480 locks as specified. 

STOCK RANGE FENCE. 
27 reels of 100 lbs. each of barb wire as specified. 

When posts are 25 ft. apart: 

22 lb. 1-in. galvanized wire fence staples. 

9 lb. l|-in. galvanized wire fence staples. 

636 1-in. X 2-in. droppers 4 ft. 6 in. long. 

212 fence posts 8 ft. in. long, 5 in. diameter at small end. 

For each end panel add: 

1 fence pot 9 ft. in. long, 8 in. diameter at small end. 

1 piece 4 in. X 4 in. X 12 ft. 4 in. long, 2 pieces 2 in. X 6 in. X 3 ft. in. 

long. 
30 yds. wire No. 9. 1 lb. 60 d. steel wire nails. 



266 



COST OF FENCING. 



COMPARATIVE COSTS OF FENCING WITH METAL POSTS AND WOOD POSTS 

ON THE B. & O. R. R. 

On two sections of test fence, 4620 ft. long each, on the Philadelphia Divi- 
sion of the B. & O. R. R., erected in May, 1913, one section had metal posts 
and the other had wood posts; the cost was as follows: 



• Material. 


Steel posts. 


Wooden posts. 


Labor, driving and tamping intermediate. . . . 


$0.0573 
1.22 




Setting end or anchor posts 










$1.2773 




Digging holes, distributing and setting 


$0.1879 


Erecting fence on posts per rod 

Erecting fence on posts per mile 

Stretching wire, per rod 

Stretching wire, per mile 

Posts, price 

Posts, cost in place 


0.18 
57.60 

0.0613 
19.62 

0.245 (line) 

0.3023 


0.1576 
50.43 
0.0672 
• 21.50 
0.18 
0.2679 



Concrete Fence Posts. — Concrete fence posts have been 
used extensively on the Chicago, Burlington & Quincy. The 
standard post is of circular section, 3|-in. top, 4| in. at the butt 
and 7 ft. long reinforced with six wires; thirteen pin holes are 
provided to permit of the application of the fence wires. 

The material necessary to make 100 posts are 19 sacks of 
cement, 2i cu. yd. washed sand and 100 sets of six wire rein- 
forcement 7 ft. long. 

Posts are said to cost 21 cents each in the storage pile when 
made by the railroad. 

Old Boiler Flue Fence Posts. — Old boiler flues are used to 
some extent on the Chicago, Rock Island & Pacific for fence 
posts. The flues are cut in 7-ft. lengths, and the holes are 
machine punched in one operation for the wire fence to be 
used. After the posts are pointed at one end they are dipped 
in hot asphalt and then dried. The cost allowing scrap value 
for old flues is between 7 and 10 cents or an average of 8J cents 
per post. The flues are driven into the ground by means of a 
maul, the top being protected by a board while driving. 

For permanent and portable snow fences see page 275. 



FAUM GATES. 



267 



Farm Crossing Gates. — Generally made of wood and wire, 
or gas pipe and wire, the last mentioned being known as the 
steel gate. 

Usually 14 and 16 ft. long, standing 4 ft. 6 in. above ground 
4 ft. high, made to swing outward away from track. 



Kind. 



Swing wire gate with wooden frame complete 14 ft. 

long (Fig. 84)... 

Swing wire gate with steel frame complete 14 ft. long 

(Fig. 85) 

Swing board gate, board frame 14 ft. long (Fig. 83) 

Swing wire gate, steel frame 16 ft. long (Fig. 85) 

Swing wire gate pipe braced 16 ft. long (Fig. 86) 



Approximate cost, 
delivered F. O. B. 



53.75 to $4.00 

4.00 to 4.25 

4.25 to 4.50 

4.50 to 5.00 

4.75 to 5.25 



1x6 




t« le'o" H 



'^M. 



Track Side 



Field Side 







Fig. 83. Swing Board Gate. 




Fig. 84, Swing Wire Gate (Wood Frame) . 

Wooden Gates. (Figs. 83 and 84.) — The wooden gates are 
usually made of 2" X 3'' frame all round with a 2" X 3" post 
in center and No. 9 galvanized wire mesh over, with two diag- 
onal cross-wire ties. 



268 



FARM GATES. 



The wooden swing board gate is made up of four T' x 6" 
X 16' planks with 8-in. spaces between having one center and 
two diagonal planks 1'' X 6''. 

Steel Gates. (Figs. 85 and 86.) — The steel pipe gates are made 
with U-in. steel pipe, divided into three equal panels with two 
vertical IJ-in. bars between, covered with No. 9 galvanized 
jjon wdre mesh with diagonal ^vive brace. 




Pipe Coupling 



^ 



Trackside, 



=a 



Cbais and Staple futenine ■ 



M- 



J^Hook 




^ 



i 



%Bolt 



BAND A 
Wrot. Iron 




HOOK CHAIN &, STAPLE 

Fig. 86. C. P. R. Standard 16-ft. Gate. 




>r,Bou 




CATTLE GUARDS. 



269 



Cattle Guards. — At public highways and other crossings 
cattle guards are placed on each side of the road, to prevent 
cattle from getting on the right of way. 

They are made of various kinds of material, metal and wood 
being used principally. The metal guards are liable to rust 
unless frequently painted. The wood cattle guard is the most 
popular. 



2 x6 



K- 



Slats IX 'x 5 X 8-8 long 

— 4'5X= ^1 f*- 



4 5K- 




Fig. 87. Wood Cattle Guard. 

Wood Cattle Guards. (Fig. 87.) — The common wood cattle 
guard consists of a number of board slats IJ'' X b" X 8' nailed 
at about 4-in. centers to slant face wood blocks, one block at 
each end between each slat, 10 slats with 18 blocks forming, a 
section; three sections are generally used, one at each side and 
one in the center of track, and placed each side of road crossing 
resting on 2" X 6'' timbers supported on 8-in. diameter cedar 
posts with small brace straps at the bottom and ends; the rest 
timbers are arranged to come about level with base of rail, so 
that the guard extends about 4 in. above the base of rail. The 
guards and fence posts are usually whitewashed when placed. 

Whatever type or make the cattle guard may be it is essential 
that it be held down in the most rigid manner so that none of 
its parts can become loose and engage a locomotive pilot, a 
brake beam, or some other part of a passing train. There 
should be no pockets that will collect dust, leaves or moisture 
which will cause deterioration and shorten the life of the guard. 

Fig. 87a illustrates two methods of placing guards, one within 
the right of way, the other on the public road. 



270 



CATTLE GUARDS. 



Pit Guards. — The pit guard is usually an open culvert spanned 
by stringers to carry the track; their use for many reasons is not 
recommended. 

Metal Guards. — Metal guards made with galvanized iron bent 
to form any desired type of cattle guard is usually made up 
in sections arranged to fasten to the track ties, the two outer 
sections being supported at the ends with 2" X 6'' timbers 
nailed to 8-in. cedar posts similar to the wood guard supports. 



i 



ss 



P Fence 

"TliliimiliTlililllTillililllllllllMll 



Fence 



Public 



Road 




f 



m 



B 



.^^■^A 



Fence 



Fence 






, Fence 



Public 



1 



Fence 



Fence 



Road 



Fence 



Fig. 87a. C. P. R. Method of Placing Cattle Guards at Road Crossings. 



i 



COST OF WOODEN CATTLE GUARDS. 271 

Approximate Cost of Wooden Cattle Guards. 

Single Track (One Complete Crossing, 6 Sections), Fig. 88. 

Lumber: 

Ft. B. M. 

60 pes. U" X 4" X 8' If" (out of 16 ft. 

lengths) 200 

4 pes. 4" X 8" X 14' 0" separators to slats, 

etc 150 

16 pes. 2" X 6" X 18' 0" fence rails, braces, 

etc 288 

8 pes. 2" X 6" X 14' 0" return fence rails. 168 

806 @$25perM. $20.15 
Hardware: 

20 lb. 20 d. cut nails @ 6^ $1 . 20 

14 lb. 50 d. cut nails @ 6^ . 85 

Labor, making and installing 10 . 80 

Total for one single crossing complete $33 . 00 

If cedar posts are required at return fences add: 

20 cedar posts 9 ft . long, 1 80 ft . @ 30 ?f each $6 . 00 
Labor digging holes and setting posts @ 

25i each 5.00 

$11.00 

Renewing Six Movable Panels. 
Lumber: 

Ft. B. M. 

60 pes. U" X 4" X 8' If" (out of 16 ft. 

lengths) 200 

4 pes. 4" X 8" X 14' 0" separators to slats, 

etc 150 

6 pes. 2" X 6" X 9' 0" braces, etc _5£ 

404 @$25per M. $10.10 

Hardware: 

16 lb. 4-in. cut nails @ Qi $1 .08 

14 lb. 5Hn. cut nails @ Qi 0.82 

Labor, making 6 . 00 

Total for renewing 6 panels for one single track crossing .... $18 . 00 



272 



WOODEN CATTLE GUARDS. 



X^ 




o 

S 



c3 

o 



c3 

o 

a 

o 
o 



H O 



00 
00 



=3 -rT* 



COST OF WOODEN CATTLE GUARDS. 273 

Approximate Cost of Wooden Cattle Guards (Continued). 
Double Track (One Coiuplete Crossing, 10 Sections), Fig. 89. 

Lumber: 

Ft. B. M. 

114 pes. W X 4" X 8' If" (out of 16 ft. 

lengths) 380 

8 pes. 4" X 8" X 14' 0" separators to slats, 

ete 300 

28 pes. 2" X 6" X 18' 0" fenee rails, braees, 

etc 504 

1184 @ ^25 per M. $29 . 60 

Hardware: 

40 lb. 4-in. eut nails (^ 6<^ $2. 40 

28 lb. 5|-in. cut nails @ 6^ 1 . 68 

Labor, making and installing 21 . 32 

Total for one double crossing complete $55 . 00 

If cedar posts are required at return fences, add: 

16 cedar posts 9 ft. long @ 30^ each $4. 80 

Labor, digging holes and setting posts 16 

@ 25^ each 4.00 

$8.80 

Reistewing Ten Movable Panels. 

Lumber: 

Ft. B. M. 

114 pes. l|"X4"X8'lf" (out of 16 ft. 

lengths) 380 

8 pes. 4" X 8" X 14' 0" separators to slats, 

etc 300 

6 pes. 2" X 6" X 18' 0" braces, etc 108^ 

788 @$25perM. $19.70 
Hardware: 

32 lb. 4-in. cut nails @ H $1-92 

28 lb. 5|-in. cut nails @ 6^ 1 . 68 

Labor, making 12 . 70 

Total for renewing 10 panels for one double track crossing. $36.00 



274 



WOODEN CATTLE GUARDS. 




c3 



3 
O 



O 



ci 
<v 
-a 
o 
o 



p^ 
d 



SNOW AND SAND FENCES. 



275 



CHAPTER XIV. 
SNOW AND SAND FENCES AND SNOW SHEDS. 

Wood Snow Fences. — Snow fences are used in open country 
to prevent or minimize trouble from drifting snow blocking the 
track. They are usually of wood, though tree and hedge fences 
and earth banks are in use. 

When permanent, a close or open board fence is erected on 
the portion of the right of way affected, 30 to 50 ft. from 
track. When located off the right of way, permission is usually 
obtained from the farmers, and portable fences are used and 
placed 150 feet or more from the track. 



Kind. 


Approximate cost. 


Permanent close board fence per lin. ft 

Permanent open board fence per lin. ft 

Portable fence per lin. ft 


50 to 60^ 
40 to 50^ 
30 to 40^ 



Permanent Close Board Fence. — Cedar posts 8 in. diameter 
by 12 ft. long, placed 8-ft. centers, standing about 8 ft. 6 in. 
from ground line, and covered with |-in. boards to within one 
foot of ground with 1" X 6'^ cover piece over the joints at 
each post. 




Fig. 91. Permanent Snow Fence (Open Board). 



276 



COST OF FENCING. 



{^^ 4 I i'^ Uarrai?e bolts with 2 si^ 


=p 






CfTp 


1 pUta wasters each y^ | \^ | 


llJ / / 


V V 






hi 


1 y y 


\ \ 






1 


i» / / • 1 \ \ 1 




1 K 


\ 




1 


1 :j xl-^y ! 


V 




1 


1 ..^^^/ 


1 


\ \ 




1 


III y^^y 


\ v 




il 


1 /^v^ 


\^ \ 


\ 


1 




1 


\ 


v 




1 ■' / / N \ 1 



^^.^u 



_.'.! 



j Ilj'x3'x2-0'lg. 







|3'x3'x2-0'lg. 

Avenge gpiead 6 -6 



Fig. 92. Portable Snow Fence. 

Permanent Open Board Fence. (Fig. 91.) ^ — Similar to the 
close board fencing excepting that the boards are placed with 
6-in. spaces between. 

Portable Fence. (Fig. 92.) — Made in sections 14 and 16 ft. 
long, with triangular shaped supports 6 to 8 ft. high, and about 
6 ft. spread, with 2'' X 6'' incUned main supports at 7-ft. cen- 
ters, and 2" X Q" brace behind; when not held down by stakes 
to ground, 2'' X 6'' ties are used at the bottom of frame and 
stone piled on top. 

The boards are |-in. material from 6 to 8 in. wide, about 
12-in. centers with 4 to 6-in. spaces between. 



Approximate estimate of cost. 

Permanent Close Board Fencing. 

One IQ-foot Panel. 

2 fence post holes @ 35^ $0 . 70 

2 posts 8-in. diameter, 12 ft. long @ 9^ 2. 16 

150 ft. B. M. boarding @ S35 5.25 

3| lb. 12 d. steel nails @ S^ 0.28 

2 stake posts 6-in. diameter, 5 ft. long, each @ 25f^ 0. 50 

16 ft. galvanized iron guy wire 0. 11 

Total, p. panel $9.00 



PICKET FENCE. 277 

Permanent Open Board Fence. 

One IQ-foot Panel. 

2 fence post holes @ S5^ $0. 70 

2 posts 8-in. diameter, 12 ft. long, @ Ofi 2. 16 

97 ft. B. M. boarding @ $35 3.40 

If lb. nails @ 8i 0.13 

2 stake posts 6 to 8 in. diameter, 5 ft. long, each 25)!^ 0.50 

16 ft. galvanized iron wire 0. 11 

Total, p. panel $7.00 

Portable Fence. 

One 14r-foot Panel. 

150 ft. B. M. timber at $35 $5.25 

31b. nails @ 8^ 0.24 

3^" X 4|" carriage bolts with washers 0. 31 

Ground stakes or bottom ties . 20 

Total, p. panel $6.00 

Location of Snow Fences. — Snow fences are located more 
from experience based upon personal observation during winter 
conditions, rather than from any hard and fast rules. 

A hilly, rolling or open country, generally free from vegeta- 
tion, offers the greatest possibilities for the use of snow fences. 
The fence should be placed as nearly windward from the cut to. 
be protected as possible. For general use a portable type is 
recommended. 

On some roads where the land is of little value or is not in 
use, the company get the privilege of locating the snow fences 
to secure the best results, as sometimes it is necessary to place 
two or three parallel rows of snow fence spaced 150 to 200 ft. 
apart where the land slopes downward towards the cut to be 
protected, or where the ground rises abruptly towards the cut 
it may be necessary to place the fences 50 ft. or less apart. 

Picket Fence. — The ordinary picket fence for use in yard 
shops, etc., consists of 8-in. cedar posts 9 to 10 ft. long, set 6 ft. 
above ground and 3 to 4 ft. under, at about 8-ft. centers, with 
3// y 4// runners top and bottom, set about 12 to 18 in. from 
ground and top of posts; to these are nailed 4'' X 1'' X 6' 
vertical pointed end pickets, with spaces between varying from 
1 in. to 6 in. 



278 



SNOW SHEDS. 



Approximate cost per linear foot, 50 to 75 cents in wood. 
Approximate cost per linear foot, $1 to $1.25 in wood 
metal (Fig. 93). 



and 



>^»'^''»vV>^vM-^''' ^ ^' ^ -I'lri M ■,»,>i»i j «||,^.,|j 




No. 24 Gauge Galv'd 

Corrugated Iron 
(Birmijigham Gauge) 



I 1 

j J — S'Cedar Posts 12'8'loDg 



• — ! — i--i-3 z 4 Anchor 2 U lons-j 

'■~lr_r 

BACK El-EVATION 




R3x4Raa 

8 dia. oedar pcgt 
lli 8'loDg 

3 X 4'KaU 



j Li^'3 X.4 Anchor 3 long 



EARTH SECTION 



Fig. 93. Picket Fence. 



Snow Sheds. — Snow sheds are erected principally to pro- 
tect the track from snow slides, and are designed to suit the 
varying conditions for each particular locality. 

Level fall sheds are also built where excessive heavy falls of 
snow are frequent. 

What might be termed a typical shed, Fig. 94, built with 
cedar crib on the inside to retain the earth, and rock backing 
from the original slope line, with roof over track, and trestle 
bent supports on the outside. The width of roadbed is made 
sufficient to take summer and winter tracks. The bents on the 
outside are spaced 4 to 8 ft. apart and sheathed with plank 2 to 
4 in. thick, depending upon the span. 

Approximate cost, $45 to $80 per lineal foot of shed complete. 

A galler}^ shed (Fig. 95) is built with round or square timbers 
in trestle fashion to carry slide protection back to slope, and the 
roof over the track. The gallery bents are built 4 to 12 ft. 
apart, with run beams to carry the roof joists and planking. 

Approximate cost, $18 to $45 per lineal foot of shed complete. 

A valley shed (Fig. 96) consists of two cribs with earth and 
rock backing and roof over tracks. The cribs resist the impact 
from sliding masses of snow that may come from either side. 

Approximate cost, $70 to $100 per lineal foot of shed complete. 



SNOW SHEDS. 



270 




GALLERY SHED 
Fig.95 




TOE CRIB mo GALLERY 
Pg.98 



280 



CONCRETE SNOW SHEDS. 



The crib and gallery- sheds (Figs. 97 and 98) are a combina- 
tion of crib and galleiy trestUng to take the slope with roof over 
track and timber trestle bents on the outside. 

Approximate cost, S30 to S60 per hneal foot of shed complete. 

Level fall shed not exposed to slides. The side walls are built 
of round or square timbers sheathed ^-ith plank, with double- 
pitched roof over track, properly braced, with openings left for 
ventilation. The width varies from 16 to 18 ft., and the height 
20 to 22 ft. 6 in. clear, the bents being spaced from 5 to 12 ft. 
apart. 

Approximate cost, SIO to S15 per lineal foot of shed complete. 

The Great Northern timber sheds are shown, Fig. 99. The 
bents are 12'' X 12" with plank braces, spaced 4 ft. center to 



\ Drift Bolt 




OUTER PANEL 

IN 
LEVEL GROUND 



X Drift Bolts 
• Crib where required 
on steep groimd 



Drift Bolted each BeArJTig 



SECTIONAL ELEVATION 

Fig. 99. Great Northern Snow Shed. 

center where hea\y slides are expected and 8 ft. center to center 
for hghter slides. On flat ground the timber crib is omitted on 
the outer side of the shed and the roof is extended or canti- 
levered only halfway over the track. 

It was estimated that 6100 ft. of timber shed (100 ft. replac- 
ing old sheds) would cost 8450,000. 

Concrete and Wood Snow Sheds. — Combination snow sheds 
of concrete and wood on the line of the Great Northern Rail- 
way crossing the Cascade Mountains, in Washington, as illus- 
trated and described in Engineering News, Vol. 75, No. 25, is 
shown, Fig. 100. 










o3 



el 
o 

O 

CD 

o 

(72 



O 

o 



bD 



282 CONCRETE SNOW SHEDS. 

It consists of a back wall of concrete (gravity type) and tim- 
ber posts. The roof timbers consist of 16" X 16'' transverse 
timbers laid close together and rest directly on the wall and 
are notched to fit over the projecting leg of a continuous 4" X 5" 
T-bar embedded in the concrete. The ends of the timbers are 
housed beneath a projecting ledge on the wall, with 4-in. wood 
blocks wedged between the timber and the ledge. 

The roof timbers are securely anchored to the wall by hori- 
zontal IJ-in. bolts which pass through 2-in. sleeves and have 
their heads held in a 6-in. channel on the back of the wall. Upon 
the roof timbers is spiked a line of steel plates -^^" X 18'', in 
lengths of 11 ft. 11 in., secured by drift bolts. Upon these plates 
are riveted socket castings for the anchor bolts, the nuts being 
screwed up against the castings. These anchor bolts are spaced 
4 ft. center to center. 

The concrete wall is built in sections about 48 ft. long, with 
no bond between adjacent sections. The shed as shown is de- 
signed for a load of 1500 lb. per sq. ft. For a load of 1000 lb., 
the roof timbers are 12" X 12", the outer and inner posts are 
12" X 16" and 16" X 20", respectively, and all posts spaced 
10 ft. center to center. 

It is estimated that 3700 ft. of combination concrete and 
timber snow sheds built on the west slope to replace 3000 ft. of 
old timber sheds will cost $500,000. 

Concrete Snow Sheds, Great Northern Ry. — On account of 
the danger from forest and other fires and heavy maintenance 
cost the Great Northern Railway have built fireproof sheds 
(about 4000 ft.) just west of the long tunnel in the Cascade 
Mountains, where the slides are unusually severe. They are 
for double track, and of reinforced concrete construction, as 
shown, Figs. 101 and 102. 

The roof slab is figured for a load of 1100 lb. and the beams 
for 700 lb. per square foot of roof surface, using a stress of 500 
lb. per square inch in the concrete in compression and 12,000 lb. 
per square inch in the steel in tension. The buttresses and 
anchorages are reinforced for a friction load of 100 lb. per square 
foot of roof, acting in the direction of the roof slope, and for a 
load of 700 lb. per square foot on top of the surcharged bank as 
produced by a slide. 



CONCRETE SNOW SHEDS. 



283 




284 



CONCRETE SNOW SHEDS. 



The columns, which are 24 in. wide parallel to the tracks, 
and 20 in. transverseh^ are 10 ft. apart center to center and 
carry beams 24 in. wide and 3 ft. 3 in. deep. The roof slabs are 
10 in. thick. Both deformed and plain bars are used in the 




Fig. 102. Shed against Rock and Rock and Earth. 

reinforcement, the deformed bars being mostly of the corrugated 
type. Expansion joints are placed both in the roof and in the 
retaining walls at intervals of 80 ft. 

Different designs have been prepared for the uphill side of 
the sheds in earth, rock and earth, and rock cuts. Though not 
shown in the drawing the earth is backfilled behind the uphill 
wall and is carried up to form an even slope with the roof of the 
shed. 

In rock cuts with an earth overlay the upper part, which 
receives the earth load, is stronger in design than the lower 
part. In the lower portion a 6-in. face slab is used between the 



CONCRETE SNOW SHEDS. 285 

columns while above a heavier slab is used and the wall is held 
back at each column by a tie with reinforcing rods anchored into 
the rock. The earth is backfilled up to the roof line. 

In the solid rock cuts the thin face wall is carried up to the 
full height at a uniform thickness and the top is tied into the 
rock as in the previous case. This thin face wall is to protect 
the track from any rock which may disintegrate and break off 
the rock wall. 



286 



CROSSINGS AND SIGNS. 



CHAPTER XV. 

CROSSINGS AND SIGNS. 

Road Crossings. 

Farm Crossings. — At grade crossings of public and farm 
roads it is necessarj^ to make a driveway for the safe passage of 
vehicles over the track, for a width of 12 to 16 ft. for farms, 
and 20- ft. or over for public crossings. Three-inch plank is 
generally used of varying widths, and of the desired .length, 
placed fairly close together between rails and one on the outer 
side of each rail, spiked to 2-in. shims under the planks and 
secured to the ties; the height of shims is made to suit the rail, 
and the ends of planks are usually chamfered off, and in some 
cases a rail is placed on its side, butting against the web of the 
main track rails with the base against the plank to form a 
flangeway. Fig. 103. 

n n n. n n n 

2}£ Cleanmoe 




Use *-<3^x ^-. ) or any combination of 
°^ ^'^„f I?' f these-between rails 




2)^ Clearance 




Fig. 103. C. P. R. Standard Farm Crossing. 

In some cases a wooden frame is made and filled with gravel or 
cinders at about the same cost. This form is not recommended, 
as heavy loads may cause the wheels to sink into the filUng when 
teams are passing over, and is hkely to cause trouble. 



FARM CROSSINGS. 



287 



Kind. 


Approximate cost, single 
track crossing. 


12-ft. wide plank crossing 


$7 00 to $10 00 


16-ft. wide plank crossing 

20-ft. wide plank crossing 


10.00 to 15.00 
15 . 00 to 20 00 


24-ft. wide plank crossing 


20 . 00 to 25 . 00 







Overhead Farm Crossings. — The overhead farm crossing is 
in the nature of a light highway bridge, and generally has to be 
designed to suit the varying conditions of ground actually met 
with. The bents are placed 20 to 30 ft. or more apart across 
the track, with a clear height of 22 ft. 6 in. under the crossing, 
and a width of 14 ft. or more. The balance of the bents are 
spaced 14 to 16-ft. centers on either side of track. The floor 
joists up to 20-ft. center to center of bents may be 3'' X 12'', 
and for double track 31 ft. 6 in. centers to centers of bents 
6'' X 14'', at about 2-ft. centers, covered with 3-in. plank; 
a raiHng 4 ft. high or more is placed on each side of crossing 




TRUSS DETAILS 



4'x 12' ^12xl2x24'o' 

CROSS SECTION 



Fig. 104. Overhead Farm Crossing. 

made up of 4" X 4" posts about 8-ft. centers with 2" X 3" 
brackets and 4" X 4" hand rail secured to posts; the floor 
plank is made extra long at the posts to take the bracket, and 
1" X 4" fencing is used. The bents have 12" X 12" caps on 
three cedar piles, or 10" X 12" posts, three or more to a bent, 



288 



PUBLIC ROAD CROSSINGS. 



with flatted cedar sill under and 12'' X 12" cap on top; the bents 
are crossed braced from sill to cap with S" X 10'' plank, one on 
each side, and 3" X 10" braces are also inserted longitudinally, 
at least one panel on each side of the track. Where desired 
concrete foundation is built under the bents. 

Highway or overhead farm crossing. Fig. 104, has a pony 
truss across the track; where long timbers are scarce this is the 
cheaper scheme. 

The cost of the crossing shown with concrete foundations 
under the bents 5 ft. below the ground Une would be about 
$2000. 

Public Road Crossings. — At public road crossings the width 
varies from 16 ft. to 20 ft. and over. Where possible the cross- 
ing should be placed between rail joints. Old rails are used to 
make the flange wsiy which must not be too wide, for horses 
hoofs catching in the gutter. 

Fig. 105 illustrates the C. P. R. wood plank crossing and the 
estimated cost of same 16 ft. wide by 8 ft. is $15. 



Cut ends of rail to 
Buit bevel of plank 




C.P.R. STANDARD 
ROAD CROSSING 



I I iihims of eld tisb plates cut eo as to 
^^ make bolt boles suit for spiking. 

Fig. 105. C. P. R. Wood Plank Crossing. 

Permanent Paved Crossing. — A design for a pavement rail- 
way crossing, Fig. 106, as illustrated in the Eng. News, Mar. 
2, 1916, was devised by G. V. McClure, City Engineer, Okla- 
homa, Okla. 

By making a run off on each side of the concrete foundation 
a cushion of ballast is obtained excepting at the crossing proper 
which is built solid. The concrete is 2 ft. deep and 8 ft. wide 



.>,',;-.'<;.V,\' 
. ■'...'•■'.iiOO-^ 




o 

• r-l 

o 

a 

o 

I— I 

o 

oT 
bO 

(=1 

• p-i 

tB 

oa 
O 
;h 

O 
>> 



;h 

> 

o 

o 

d 
o 

O 

a 

Ph 



CO 

o 



bC 



(289) 



290 



HIGm\'AY CROSSING BELL. 



under the track and is sloped off on either side 1 in 10 longi- 
tudinally. The ties over the crossing are embedded in concrete 
and the pa\ing blocks are laid on a 1-in. sand cushion. 

Highway Crossing Alarm Bell. (Fig. 107.) — At highway 
crossings where traffic does not warrant a watchman or safety 
gat€S, an electric alarm bell attached to the road-crossing sign, 
or erected on a special iron or wood pole, is often used, arranged 
so as to ring ahead of an approaching train; a light also is some- 
times pro^'ided above the bell. The track rail joints are bonded 
for a distance of 1000 to 3000 ft. on either side the crossing and 
insulated for battery- and bell circuit, a battery being necessary 
at each end of the bonded track and one at foot of beU post. 

Average cost for installing crossing gates §700 

Expense of flagman per annum, averages 600 

Installing signal beUs, each averages 500 

Annual maintenance for each bell 100 

Cost of installing gate protection, averages 475 

Cost of installing automatic flagman, averages 600 

Annual maintenance charge for each, averages 100 



A--a-6 Volt S CP.Tongston Lampe 



Bee Detail X-IS-U 




Xote:-Bell to be 
placed on side 
of post facing 
highway 




I 1 

Ilettered on both sides 



t_iJr± 



Fig. 107. Highway Crossing Sign 
and Alarm BeU. 



Ins. Joints 



Track Battery n 

«-♦- 



b I 

Track Battery -^ 
Interlocking Bela j Z 



T"~- Joints 



Lights 



\J Cut-out switch 

for lights 



I — ittiiai 

^f*in Battery 

Typical Circuit for Single Track. — 
For automatic operation by train, 
track circuit shall be operated by 
gra^-it}' or caustic soda cells on 
closed circuit; current shall enter 
the track at the extreme ends of 
circuits. 

Bell ceases ringing when last 
wheels pass crossing. 



CROSSING GATES. 



291 



Safety Crossing Gates. - At public road grade crossings it is 
sometimes necessary to place safety gates, consisting of iron 
posts placed at the curb of roadway parallel with track to which 
are connected the main and sidewalk arms, usually of wood 
that stretch over and protect the crossing They are operated 
by hand crank at gate level, or by hand lever or compressed air 
Irom a tower (sometimes a number of crossings are operated 
from the one tower), arranged so that the gates cannot be opened 
or closed exceptmg by the operator. The connections for oper- 
atmg the gates simultaneously are either placed underground 
or overhead as desired. 

The gates are usually located 8 to 10 ft. clear of the nearest 
rail, with the elevated tower on one side or between tracks when 
convenient. 

The span of gates varies to suit conditions. They are made 
usually in two-post or four-post crank, level or pneumatic 
types, the two-post style being used when the road is not too 
wide, and four-post construction for large openings. The smaller 
the span, other things being equal, the easier will the gates be 
operated. 




292 



CROSSING GATES. 



TABLE 101. — SAFETY GATES. 



Kind. 



Two-post crank gates with watch- 
man's shanty complete 

Four-post crank gates with watch- 
man's shanty complete 

Two-post lever gates with wood 
tower and connections complete . 

Four-post lever gates with wood 
tower and connections complete . 

Two-post pneumatic gates with 
wood tower and connections 
complete 

Four-post pneumatic gates with 
wood tower and connections 
complete 



Approximate cost. 



$300.00 to $400.00 
400.00 to 500.00 
450.00 to 650.00 
600.00 to 800.00 

500.00 to 700.00 

700.00 to 900.00 



Actual cost. 



The above prices are for wood foundation throughout. 

Two-post crank gate would consist of — 

One cast-iron power or crank post, 

One cast-iron dead post, 

Two bifurcated wooden main and sidewalk arms, 

Two shafts. 

Piping, wood or concrete foundations, 

Watchman's shanty and bells if desired. 
A four-post crank gate, excepting for the first and last items, 
would be double the above. 

Two-post lever gate would consist of — 
Elevated tower with posts and foundations. 
Two cast-iron posts. 

Two bifurcated wooden main and sidewalk arms, 
One lever stand with two levers, 
Chain and rod connections. 
Gatepost foundations and ducts, 
Installation, 
Bells for arms and tower if desired. 

A four-post lever gate would be double the above excepting 
the first and last items. 

Two-post pneumatic gate would consist of — 
Elevated tower with posts and foundations. 
Two cast-iron posts with locking connections, 



SUBURBAN RAILWAY CROSSING GATES. 



293 



Two bifurcated wooden main and sidewalk arms, 

One air-pump and valves (unless air can be supplied), 

Piping and connections. 

Gatepost foundations and ducts, 

Installation, 

Bells for arms and tower if desired. 

A four-post pneumatic gate would be double the above ex- 
cepting the air-pump and first and last items. 

The elevated tower for crossing gates would cost from $150 to 
$200 each, in wood. 

Generally speaking the lever crossing gate is more positive in 
action than the pneumatic type; the pneumatic type under 
certain conditions is not always satisfactory. 



yi Rod brace with turn- 
buckle and anchor.. 
Two required 




ELEVATION 



Fig. 108. Standard Gate for Suburban Crossings, Virginian Ry. 

Suburban Crossing Gates. 

The standard gate for suburban railway crossing, Virginian 
Ry., Fig. 108, consists of a 10'' X 10'' post set into the ground 
with 3" X 10" X 4' sill support and 2" X 6" braces held at 
the top and anchored into the ground with a J-rod brace as 
shown; the gate is made of 6" X 8" upright, a tapered horizontal 
arm with brace of Ij" X 8" material held by J diagonal tension 
rod at top. The gate is secured by a | rod from the tapered 



294 



WATCHMAN'S CABIN. 



bar and hooked to a 6'' X 6" block set into the ground. The 
approximate cost of one gate in place complete would be about 
$15. 

Virginian Ry. Standard Watchman's Cabin. — The standard 
cabin for suburban railway crossings, Virginian Ry., Fig. 109, 
is 6 ft. square and 8 ft. high from jfloor to wall plate; the frame 
rests on 6'' X 8'' sills; the vertical studs, horizontal girts, 
rafters and ties are 2" X 4", and the frame is covered by 1" X 1" 
boards as shown on the plan; the floor is of 2-in. plank nailed 
to the sills, and the roof is covered with 1 sheathing and finished 
with shingles on top; there are three fixed windows and one 



B«d Cedar Shingles 
5'to weather 
I'sheathing 




-7-^ ';^' Stop SOI 



Fig. 109. Watchman's Cabin. 

2' 6" X 6' h" batten door; a small stove is provided the pipe 
of which is connected to a tile flue. 

The approximate cost complete under ordinary conditions 
would be about $45. 

For description of gates see page 291. \ 

Flagman's Concrete Cabin, Erie R. R. — The switchman's and 
flagman's concrete house, as used on the Erie Railroad, is shown, 
Fig. 110. The walls are 4 in. thick with wire reinforcement and 
f-in. round rods at the angles. 

The concrete is composed of coarse sand and gravel and 
cement, in the proportion of about 1 to 3, machine mixed. In 
order to pour readily, the mixture is made to thickness of thick 



FLAGMAN'S CABIN. 



295 



cream. The concrete work contains 3 cu. yd. coarse sand and 
gravel, 6 barrels Portland cement, 150 lin. ft. |-in. round and 
225 sq. ft. expended metal H-m. mesh No. 12 gauge. 
The cost of this type of shelter is about $125. 




WT^ 



SECTION X-X 



FRONT ELEVATION 



SIDE ELEVATION 





DETAIL AT WINDOW 




DETAIL AT PANEL 



DETAIL AT DOOR 



Fig. 110. Watchman's Cabin. 

Tower for Crossing Gates. — The C. P. R. standard tower 
for crossing gates is illustrated. Fig. Ill, and consists of four 
old steel rails bent and shaped so as to form a solid post on which 
the small frame enclosure is set. The rail post is supported 
on an 8-ft. square slab of concrete, tapering to about 3 ft. square 
at the ground line. The frame house on top of the tower is 
made up of 4'' X 6'' joists, 2" X 4'' wall plates, 2'' X 4'' roof 



296 



TOWER FOR CROSSING GATES. 



joists and |-in. sheathing and Uning for the wall and roof cover- 
ing; the roof is finished with asbestos shingles. A trap door 
and an ordinary signal tower ladder is provided including a 
cast iron smoke stack. 

The estimated cost of this tower complete is $250. 




DETAIL OF RAIL CONNECTION 
TO FRAMING 



To be fiUol with hoe eooerete 
after cols^ is in plaee. 

FOUNDATION PLAN 



Rirete v' 



Fig. 111. C. P. R. Tower for Crossing Gates. 



Cost of Installing Gates and Tower. — The estimated cost of 
installing the above tower including the gates as shown on page 
291 is about 81400. detailed as follows: 



TRACK SIGNS. 297 

Gate stands, deflecting boxes and lever machine $ 425.00 

Piping 1-in. and 2-in. bolts, washers, etc., for gate stands. 50.00 

Tower complete 250.00 

Miscellaneous, including stove, pipes and connections ... 85 . 00 

Pine carriers 30 . 00 

Labor 450.00 

$1290.00 

Supervision and contingencies, about 10 per cent 1 10 . 00 

Total $1400.00 



N. P. Ry., two post tower, Fig. 112, consists of two 10'' X 12" 
posts set on 6'' X 8'' X 9' ties, 6 ft, underground. The posts 
are braced laterally below the ground line with 6'' X 6'' and 
6'' X 8'' timbers bolted together. The cross sills on top of the 
posts are 8'' X 8" and the braces 6'' X 6''; the floor sills are also 
6'' X 6'' and the studding, wall plates and rafters 2" X 4". 
The siding floor and roof covering is \" X 6'' D. & M. boards 
with a shingle roof. 

The approximate cost of this tower complete is $150. 

Track Signs. — Track signs in general are considered to be 
more of an eye-sore than an ornament on the right of way and 
the tendency at present is to limit their use and to make those 
that are necessary as inconspicuous as possible; as a rule they 
invite target practice by gunshot or throwing of stones, and in 
some hunting locations, if wooden signs are used they are soon 
shattered. , 

The signs in general use are made of cast iron, sheet steel, 
concrete, enamelled iron and wood, with concrete, steel or old 
boiler tube and wooden posts. The wooden signs and posts, 
used almost exclusively, are, however, gradually disappearing, 
for work of this character, on account of the higher price of 
timber, its short life and high maintenance cost. 

The desire also to get away from the everlasting painting of 
signs has led to a number of devices, such as concrete signs 
with the letters or numbers made in a black mixture, the cast 
iron sign with the letters or numbers cast on them, and the 
punched out sign where the letters or figures are punched out 
and daylight takes the place of paint. 

The punched out signs were introduced by the C. P. R. for 
their bridge and culvert numbers, whistle posts, mile plates and 
slow and stop signals, snow plow signs, section numbers, etc., 
and a short description of each may be of interest: 



298 



TWO POST TOWER. 




SIDE ELEVATION 



END ELEVATION 

Fig. 112. N. P. Ry. Two-post Tower for Crossing Gates. 



BRIDGE NUMBERS. 



299 



Bridge Numbers. 

Fig. 1 14 shows the punched out sign now used in place of the 
wooden sign. For new bridges it is furnished with the bridge 
and costs 75 cents; when replacing a wooden sign the cost is 
$1. There is practically no maintenance to this sign as it is a 
part of the bridge and is painted when the bridge is painted; 
there is no lettering and the little paint required to cover it 
when the bridge is -being painted is practically nothing. 



in 



3i 



■ J^Lag Screws 6 Ig. 



END VIEW 



T 



Note :-Qiie Number Plate on TVTile Post side of each 
Bridge about centre. When Bridge is over 500 ft. 
long place Number Plate at each end. 
AH plates painted same color as Bridge. 

For detail of punclied out figures see F-li-lSj 



Holes for j/lag 
'scxesw 




}-ri-3^for-2-figures>| 

l^Ifor-a^gur-es — J 

-2-3^for-4-figure6 >| 

^ 



P^' 



DETAIL OF PLATE 

4' 



Fig. 114. Punched out Bridge Numbers (F-14-18-2). 

It is figured that the punched out metal bridge sign will out- 
last the wooden sign four to one; therefore the saving from re- 
newals and repainting is quite large. For example if the wooden 
sign lasts 12 years, the metal sign will last 48 years; the saving 
during this period for a punched out sign, figuring that the 
wood signs are repainted every three years, would be $16. The 
figures are as follows: 

Cost of Wood Signs (48 Years). 

Wood signs, 4 @ $1.25 $ 5.00 

Painting and letteriag (every 3 years), 16 @ 75jii 12.00 

Total cost of wood sign in 48 years $17 .00 

Cost of Metal Sign (48 Years). 

1 punched out metal sign $1 . 00 

Nil 

Total cost of punched out sign in 48 years $1 .00 



300 STOP AND SLOW POSTS. 

The sa\4ng of SI 6, or even half or quarter of this amount, on 
each bridge sign on a large sj'stem amounts to a very big sum 
and when it is worked out for other signs, on the same basis, 
such as mile boards, snow plow signs, whistle posts, etc., the 
saving is bound to be considerable. 

Culvert Number Posts. — Culvert number posts have been 
abandoned on the C. P. R. The old sign consisted of wood 
post with the numbers painted at the top, or an old boiler tube 
was used flattened at the top and painted the same as the wooden 
post; the posts were painted in black and white. 

The punched out sign, Fig. 123, consists of an old boiler tube 
flattened at the top with the flgures punched out, only black 
paint is used. The cost is 75 cents each. 

Snow Plow and Flanger Post Signs. — This type of sign is to 
indicate that wings, plow points or flange blades have to be 
brought to clear. On the C. P. the}' are placed 8 ft. from rail 
at crossings where planking is maintained in winter, and 150 ft. 
each way on engineer's side of track, from all bridges, tunnels, 
rock cuts, etc., where necessary to clear ^s^ings, etc. 

At switches, public road crossings or stations, however, the 
switch stand, public road crossing sign or station building indi- 
cates the obstruction, and snow plow signs are not considered 
necessary at such points. 

The steel punched out sign, Fig. 117, consists of an old 2-in. 
boiler tube post with a |-in. plate on top. The post and plate 
are painted black and the discs are punched out. The cost is 
$1.25 each. 

It may be mentioned that the punched out discs are particu- 
larly good for this type of sign, as in winter it shows up white 
against the black plate. Its economy consists in getting away 
from painted discs and the use of one color instead of two. 

Stop and Slow Post Signs. — On the C. P. these are placed 
on engineer's side of track 8 ft. from rail and 400 ft. from all 
grade crossings, junctions, drawbridges, etc., not protected by 
interlocking where trains must come to a full stop or 2000 ft. 
at points for slow signs when trains must be under full 
control. 

In the old wooden stop and slow signs the posts were 6'' X 6", 
with 1-in. thick blades bolted to the posts. The letters were 



SECTION AND WHISTLE POSTS. 



301 



painted in white on red background for stop blades and black 
letters on yellow background for slow blades, balance white. 

The new stop and slow signs, Fig. 114a, are built of old boiler 
tubes, with y^-i^- metal blades. The letters are punched out, 
the stop blade is painted red and the slow blade yellow, balance 
white. The cost is $2 each. 



.T" 
1. 



-S4- 



JiAl 



ISLOW 



■| 



^6 Plate 



/S 



^ 



T7 

4:-% Rivets. 5J-6-(< 



B. of R, 



•^!sm/mmmfsm 



i.y& Rivets 



deflate 



'I. 



STOPf 



I 



w^mma^ 



Fig. 114a. 



Section Post. — Section posts are used to mark the boundary 
of each section foreman's territory. The old post consisted of 
a 4" X 4'' upright and V X 18'' X 10'' board placed 7 to 8 ft. 
from the rail; the letters were painted black and the pole white. 

The new sign consists of a punched out plate which is placed 
on the nearest telegraph pole, as shown. Fig. 119. The pole 
behind the place is painted white and the plate black. The 
sign costs about 40 cents. 



302 



RAILWAY CROSSING SIGNS. 



Mile Board Signs. — On the C. P. R. the mile board signs 
are placed on the nearest telegraph pole. 

The metal sign, Fig. 120, is made of J-in. plate with the mile 
number punched out. The plate is painted black. The cost is 
75 cents each. 

Whistle Posts. — Whistle posts are erected on each side of 
and at a distance of about J mile from all public and highway 
crossings at grade, blind curves and tunnels, 8 ft. from rail on 
engineer's side. 

The punched out sign, Fig. 121, consists of an old 2-in. boiler 
tube and J-in. steel plate with the letter W punched out. This 
sign costs 90 cents each. 

The following are the C. P. R. standard track posts and signs. 

Railway Crossing and Highway Sign. (Fig. 115.) — Placed 



4-€^ 




}4 Cf:rfiage 
Bolts 9"lg. 



Fig. 115. 

at all pubhc road grade crossings facing the approach. Post 
7 to 9 inches round, about 12 ft. above top of rail, set into ground 
about 4 ft., two 8-inch planks on top placed crosswise with the 
words " Railroad Crossing " marked in plain block letters 6 in., 
high on each side. 

Approximate cost in wood complete, $4.00 to $5.00. 

Railway Crossing, Railway Junction and Drawbridge Sign. 
(Fig. 116.) — Post 7 to 9 inches round, about 10 ft. 6 in. above 
top of rail and 5 ft. in ground, with four boards on top placed 
diamond shape with the words " Railway Crossing One Mile " 
in plain block letters 6 in. high, or " Drawbridge Crossing '' or 
" Junction Crossing " in place of " Railway Crossing." 

Approximate cost in wood complete, $3.50 to $4.50. 



STATION AND SECTION NUMBER SIGNS. 



303 




.);r~ 



-KlK 



tfrrrr: 
■(---.vJ 



mt^ 



-V 



Z-(^ ^iJi Plate 



W4 

I '\f f^6Diam. 

|<l-0 - 



Fig. 117. 



Rivets 



Flanger Post. (Fig. 117.) — Placed 8 ft. from rail, and 150 
ft. from obstructions where points and flangers must be lifted. 
Post 2-in. old boiler tube 7 ft. 6 in. above rail set 3 ft. 6 in. 
below ground, with J'' X 2' plate on top, having two round 
black disks, one on each side punched out. 

Approximate cost in metal complete, $1.00 to $1.25. 




Q 



HAVELO CK 

I MILE 



-5-0= 



Fig. 118. 



eg-.-. 



station Mile Board. (Fig. 118.)— Placed 10 ft. from rail, 
6 to 8 in. round, post about 9 feet above rail and set in ground 
4 ft., with board 12 to 15 in. wide, 5 ft. long, with " Name of 
Station " and 1 mile under in plain block letters. 

Approximate cost in wood complete, $2.00 to $2.50. 



304 CUL\'ERT AND TRESTLE NUMBERS. 

Section Number. (Fig. 119.)— Placed 7 ft. above rail on 



SECTION NO. ON 
TELEGRAPH POLE 



:SEC.SEC. 



TT 



Fig. 119. 

telegraph post 10" X 18" board, with the two section numbers 

marked. 

Appropriate cost complete, 80.90 to SI. 00. ' • 

Mile Board. (Fig. 120.) — Attached to telegraph pole about 




2-J^ lag . 
screws 6 Ig. 



for 2 figures 
for 3 figures 



Fig. 120. 

10 ft. above ground. A 10" X |" plate with the mile number 
punched out, and attached to the nearest telegraph pole. 

Appropriate cost inmetol complete, 50 to 75 cents. 

Whistle Post. (Fig. 121.) — Placed 7 ft. from rail and one- 



^ h J^ ^ Plate )i' thick 




.2-J^Kivete 



Fig. 121. 

fourth mile from public road crossings. A |-in. plate standing 
5 ft. above rail, and set 3 ft. in ground; the letter " W " is 
punched out. 
Appropriate cost in metal complete, 75 to 90 cents 



RAIL RACK POSTS, 305 

Trestle Number. (Fig. 122.) — Placed in center of structure 



fffllO 



I o ^' 



Fig. 122. 

on milepost side. 12'' X 36'' plate with the number punched 
out and bolted to one of the ties outside of the guard. 

Approximate cost in metal complete, 75 cents to $1. 

Culvert Number. (Fig. 123.) — 4" x 4" square post stand- 



A i 


i 


' 1 


I I 


> 


A 



Fig. 123. 

ing 6 ft. above ground, 8 ft. from rail, with 9" X 24" board 
having the Culvert number painted on in plain block letters. 

Approximate cost in wood complete, 80 to 90 cents. 

Trespass Sign. (Fig. 124) . — Six-inch round post or old boiler 



k 



-aioi 



' CAUTION \ 

DO NOT WALK 
NOR TRESPASS ON 

\rHE railway/ 



■^ 



r 



H^ 



Fig. 124. 

tube standing 5 to 6 ft. above the rail and about 4 ft. in 
ground, with 18" X 30" board on top, having the words " Cau- 
tion," '^ Do not trespass " painted in plain block letters. 
Approximate cost in metal complete, $1.50 to $1.80. 



306 



RAIL RACK POSTS 



Elevation Posts. (Fig. 125.) — 4" X 4'' posts standing about 
level with top of rail, placed on the outside, and at the be- 
ginning and end, of curves and spirals about 6 ft. from outside 
rail, with the letters E and O under facing tangent, and G and O 



J 



iL 



, , Base of Itall 



u 



^ 



':7m 



Lia 



Q 



D 
6 
15 



^ 



Fig. 125. 



under facing track, on tangent end of spirals, and the letter E 
with elevation under, facing spiral curve, and G with excess 
gauge marked under, facing track, and D with degree of curve 
under, facing circular curve. 

Approximate cost in wood complete, 40 to 50 cents. 

Rail Rack Posts. (Fig. 126.) — 6'' X 15'' posts made up of 
old stringers with three 5-inch steps at top, to hold spare rails; 



POSTS 




To be made of old 
stringers, but on divisions 
where old stringers are 
not available use 12 inch 
ties for two rails only. 



While: Two posts placed 
18 ftl apart 7 ft. from 
rail near each mile post 



n 






__i_i— i-j— li X — 



Q 



Fig. 126. Rail Rack Posts. 



posts are set 18 feet apart 7 feet from rail, and set about 3 feet 
in ground. 

Approximate cost in wood complete, 75 cents to $1 per pair. 



BRIDGE WARNING. 



307 



Bridge Warning or Tell Tale. (Fig. 127.) — Placed over the 
track 100 ft. or thereabouts from all overhead obstructions 
less than 22 ft. 6 in. clear height above top of rail. 8 by 8 post 
standing about 26 ft. above rail and about 5 ft. in ground with 




Fig. 127. 

6'' X 6'' horizontal arm on top 13 ft. long, fastened to post 
with iron strap and 6 by 6 brace; from the arm are suspended 
sixteen |-in. sash cords 3 ft. 6 in. long each, well bound at the 
bottom and looped to one-half inch by 2-ft. long double eye 
bolts, hooked to screw eye bolts fastened to the horizontal bar. 
Approximate cost complete, $15 to |18. 



PART TWO. 
ROADWAY BUILDINGS. 



STATION AND OTHER BUILDINGS. 311 



CHAPTER XVI. 
STATION AND OTHER BUILDINGS. 

Passenger Stations. — In locating passenger stations it is de- 
sirable to place them throughout on one side of the right of way 
as far as possible, to allow for additional extra tracks at a future 
time that will not involve the moving of the stations and plat- 
forms; where it cannot be conveniently done the platform should 
be made wide enough so that it only shall be affected in the case 
of a future track. The same remarks apply to water tanks, 
coaling chutes, and similar structures. 

The type of station to adopt will depend very much on local 
conditions, the size of the town and the kind and amount of 
traffic expected, etc The following illustrations give a wide 
range of choice for varying conditions and the usual accommo- 
dation provided for the ordinary run of stations, including a 
brief description of their construction and the probable cost of 
such structures. 

Depot, I. C. R. R. (Figs. 129, 130 and 130a.) — The station is of 
brick with white limestone trimmings and red tile roof flared at 
the eaves. The circular full glass bay at the south end of the 
waiting room gives a conservatory effect and provides a pleas- 
ing outlook. The accommodations for the public are conven- 
iently arranged. 

The roof is designed to project over the platform immediately 
in. front of the depot, in such a way that the platform extension 
becomes a shed and fits in architecturally with umbrella sheds 
when constructed. 

The average cost of a station of this character including the 
shelter roof and platform would be about $14,000. 



Grass Terrace 




zr 



Curb Line' 



Center Line of Track 



Fig. 129. Floor Plan, I. C. R. R. Station. 




Fig. 130. General View. 




(312) 



Fig. 130a. End View. 



PASSENGER STATION. 



313 







o 

o 



a 

a; 

72 

>> 

o 






T3 

O 
> 

m 

o 

H 






314 



PASSENGER STATION. 




J^"Vd Ceilin- S 'POs - 1& . 
JixlO'Bolt -r-_ '. : 1 ?i^l"| 

Cement Cor b.e — 1_ ^ = ' " 



"Satfo 




yi D. & M/ 



?i I 13 Bolt 






IH X 3}i Maple Floor, 



'i 1 10 1 12-ie C-C 



^^A 



Si 12 Girder- 
Ig'x 16 Pier- 

SECTION THRU BAGGAGE & EXPRESS ROOMS 

Fig. 132. 



A ven^ imposing type of station is shown, Fig. 131, built by the 
C. M. & P. S. Ry. at ^liles City. The layout is one which commends 
itself as a good combination for a station of this size. A cross 

section through the express 
and baggage room portion, 
is shown, Fig. 132. A station 
of this character with plat-, 
forms vn\\ in normal times 
cost from $30;000 to S35,000. 
Log Railway Station. — 
Fig. 133 illustrates a log 
passenger station on the 
MH. & Pug. SoundRy. The 
station is 64 ft. long and 
38 ft. wide with public ac- 
commodation and living 
rooms on the ground floor, 
and some attic storage on 
the upper floor. 

The structure is built of 
logs with the bark on and 
the ends hewn tapered. At the angles the logs are notched one 
over the other, as shown. The logs are edged off top and bottom, 
to allow about 3 in. flat surface for bearing, and the joints calked 
with tarred oakum and plastered with ordinary mortar, nails 
being driven into the logs at intervals of 12 in., alternating top 
and bottom, in order to hold the plaster more securely. The 
exposed rafters shown in the general \dew are also small logs. 
The roof is of. split shingles or shakes about 8" X 36", exposed 
18 in. to the weather. The chimne}^ top is of field stones. The 
windows have plank frames with spring catches for the sash. 
The interior walls are stripped and finished with. V-jointed 
ceiUng, and ornamental strapped hinges used for the doors. A 
station of this character will cost about SooOO, in a location 
where logs can be easily obtained. 

Small Fireproof Station. (Fig. 134.) — This type of sta- 
tion has been built on the Wabash; the frame work is steel with 
" Trussit " lath attached thereto, on which is plastered a wall 
3 in. thick. The roof is similar but 4 in. thick, the ceiling fol- 



LOG STATION. 



315 




CI 
<D 
m 
m 
03 

O 



CO 
CO 






316 



SMALL FIREPROOF STATION, 



loT\ing the contour of the roof. The floors and platforms are 
of reinforced concrete on a cinder fill. 

The cost of this t^'pe of station with steel frame, etc., as de- 
scribed ^dthout platform would be about $3500. 

The same design with wood framing has expanded metal 
attached to J-inch round iron bars secured to the studs both 
inside and out and plastered, the outer wall being IJ in. thick, 
plastered on both sides of the expanded metal, and the inner 
wall 1 in. thick, plastered on one side. The ceiling is attached 
to the under side of the roof purlins, thus leaving no vacant 
space between ceiling and roof. The chimney is made of con- 
crete, with either a stove pipe Uning or a tile flue. WTiere 
the chimnej^ passes through the roof there is a concrete slab. 

The cost of the wood frame station including wood floors but 
no platform is about S2500. 




TRACK ELEVAT'ON 




k 20 

NORTH END 


(- 

ELEVA 


TIC 


-»1 
)N 




^**— 


S 


.- 


b^ 










^■# 


^ 


•J^ 


' 


^ 


■r=^- _ 




4 J i ^;.; 






_t_ 



FRAMING OF STATION 



END ELEVATION. SHOWING 

METHOD OF ATTACHING BARS 

AND EXPANDED METAL 



Fig. 134. "Wabash" Fireproof Station with Wooden Framework. 



FRAME STATIONS. 



317 



Frame Stations. — The following frame stations range in 
price from $1000 to $3500, which is about the average run of 
ordinary way stations They are not submitted as ideal schemes, 
but simply as suggestions as to size and cost in a general way, 
that may be varied as desired. 





Baggage 
or Express 
O'x lo'x elfc 



10 X 20 



Office W 
.0 X ^" 

1^ 



10 xlO 



] 



Platform 250 feet Ion 



Bed 

Room 

f 1 
7 xlO 


— Bed 

— Room 

» lo'x lo' 


Living 

Room 

12-6 'x 1 


Kitclieu 
d' lO'x lo' 



Fig. 135. 



Fig. 135, station with waiting room 10' X 20', office 10' X 10', 
and baggage or express room 10' X lOJ'. Height from floor to 
ceiling 9J ft. 

Approximate cost with platform complete: 

Cedar posts or mud sill foundation $1000 to $1300 

Masonry foundation with cellar 1250 to 1500 



318 



FRAME STATIONS. 




Fig. 136. 




n 



Kxpress 
10 ili' ' 



(*1 Room 



Office 

lo'xi'y 



Fze%bt Boom , — gl 



Platform 250 ft. long 



3] 



Fig. 131 



FRAME STATIONS. 319 

Figs. 135 and 136, station similar to the above, with agent's 

dwelHng over. 

Approximate cost with platform complete: 

• Cedar post or mud sill foundation $1500 to $1700 

Masonry foundation with cellar 1800 to 2000 

Fig. 137 station similar to Fig. 135, with a freight room added. 

Approximate cost with platform complete: 

Cedar post or mud sill foundation $1400 to $1700 

Masonry foundation with cellar 1700 to 1900 

Fig. 138, station with waiting room 16' X 16', ladies' waiting 
room 10' X 20', office 12' X 10', baggage and express 16' X 16', 




--=— PTTT^ 



I- 

.„ . „ Ladies 

WaitangBoomj __^^^ ^^^^ 

16'xl6' L rTlO'jSO' 

Office 

12'iio' 





Baggage and 
Express 
16'x1g' 



Platform 



300 ft. long 




Fig. 138. 

with corridor between general and ladies' waiting room, and 

lavatory accommodation in the rear. 

Approximate cost with platform complete: 

Cedar post or mud sill foundation $2000 to $2500 

Masonry foundation with cellar 2400 to 2600 

Fig. 139, station with waiting room 16' X 16', ladies' room 
10' X 10', office 10' X 13', baggage or freight 16' X 16', with 
kitchen and living rooms in the rear and four bedrooms above. 

Approximate cost with platform complete: 

Cedar post or mud sill foundation $3000 to $3500 

Masonry foundation with cellar 4000 to 4500 



320 



FIL\ME STATIONS. 




Fig. 139. 



CoJhstruction. — Cedar sills, post or masonry foundation, 
brick chimneys, 2" X 4" studs 16-in. centers for outside walls, 
and 2" X 3" studs at 16-in. centers for inside partitions. Ceil- 
ing joists and roof rafters 2" X 8" at 2-ft. centers, well tied and 
secured to wall plates. Outside walls and roof to be covered 
\s-ith t-in. T. and G. boards and finished with ship lap, clap- 
boards or shingles, with building paper between. 

All inside walls and ceilings lath and plastered, and rooms 
finished with baseboard and picture mould, with architraves, 
sills, thresholds, and general trim for doors, windows, and other 
openings. Waiting-room walls burlapped 6 ft. high, and freight 
and baggage rooms sheathed 8 ft. high. Ground floor laid with 
second quaUty maple, or local hardwood on {-in T. and G. 
boards with building paper between, other floors f-in. T. and G. 
narrow boards, good native pine. 

When cellars are provided the floor may be of cement or 
2-m. plank on 3-in. to 6-in. flatted cedars at 4-ft. centers, em- 



SHELTERS. 



321 



bedded in cinders, with coal bin and chute in approved position 
so that coal may be shoveled from car at level of platform and 
run by gravity to cellar. 

Platform 3-in. plank on heavy cedar sleepers at 4-ft. centers, 
well bedded in good gravel or cinders. 





Platform 50 ft. Ig. f 



Fig. 150. 

Shelters. — Shelters are erected at suburban points where 

passenger traffic is light. 

Approximate Cost. 

Fig. 150 complete with platform $125 to $200 

Fig. 151 complete with platform 350 to 450 

Construction. — Foundation cedar sills, frame 2'' X 3" studs, 
2-ft. centers, 4'' X 3" wall plates, 2" X 3'' ceiling and roof joists, 
2" X 6'' floor joists at 2-ft. centers, covered with 1-in. rough. 
T. and G. boards, and |-in. finished floor on top, with tar paper 



322 



SHELTER STATION. 



between, outer frame covered with |-in. rough T. and G. boards, 
including roof, finished with drop siding and shingles, with tar 
paper between. Inside walls and ceiling sheathed with |-in. 
matched boards. All woodwork stained outside and inside. 

Platform 5 in. above rail, made of 3-in. plank on cedar sleep- 
ers, 7-ft. centers. 

Extension roof 6'' X 6'' posts, 4'' X 4'' brackets, 6'' X 6" 
runners, rafters and roof finished similar to shelter. 




-12 6- 



Seat 



Platform 60 ft. Ig. 



I 



Shelter- 
10'xl2' J 



'6 



Fig. 151. 

Shelter Station, III. Traction System. — The Illinois Traction 
Sj^stem shelter station for highwa}' crossing, known as Kerfoot 
station, about five miles east of Peoria, is shown in Fig. 152 
(from Ry. and Engineering Review). 

Starting from the ground, there is a concrete platform 30' X 
24', the latter dimension measured at right angles to the track. 



SHELTER STATIONS. 



323 



On this there is erected an enclosed waiting room of frame con- 
struction 10' X 12' in size, the latter dimension at right angles 
to the track, in front of which there is an open porch 10' X 12', 
extending to brick columns, and over the whole there is a shingled 




Fig. 152. Shelter Station, 111. Traction System, 



roof projecting out even with the concrete platform all around. 
The design of this roof, with its wide projection, is simple but 
pleasing. The door enters the enclosed waiting room from the 
porch, so that it is entirely protected from the weather, and 
the waiting room is provided with a chimney for a stove. 

At points where cheaper construction is sufficient, a small 
shelter shed of reinforced concrete is used. This consists simply 
of two crossed partitions, each 8 ft. long, the ground plan of 
which is X-shaped, resting upon a concrete platform 12' X 13J' 
in size. These crossed partitions, which are of metal lath and 
plaster construction, are surmounted by a flat roof 7 ft. 9 in. 
sq., draining to a 4-in. sewer tile at the center. By this arrange- 
ment falling water does not drip from the eaves on waiting 
passengers. 

The approximate cost of the shelter illustrated, including plat- 
form, is estimated at $550. 



324 



STATION ELECTRIC LIGHT STANDARDS. 



Station Electric Light Standards. 

Electric Light Standards. — Type C is made of iron pipe of 
varying thicknesses and has a goose neck top, to which the 
shade is attached and a cast iron base to fasten it to the plat- 
form. It is considered that the light in the standards should 
not be above the level of the engineer's eye when looking from 
a cab so that he will not be blinded; for this reason the height 
of the standard is limited. In addition the shades are made 
opaque as a further means of protection against the engineer's 
vision. 

Types A and B are made of pressed metal and are usually 
of a stock pattern. They are anchored to the concrete platform 
with anchor bolts and openings for cut-outs are provided in 
the base. 

The average cost of types A, B and C are as follows: 

Erected. 

A Pressed steel, two lights. Fig. lo2c $30 

B Pressed steel, two lights, Fig. 152c . 27 

C Iron pipe, one Ught, Fig. 152c. 12 



Lamf Base 





Fig. 152a. Concrete, E. L. 
Standard. 



Fig. 152b. Reinforced Concrete, 
E. L. Standard. 



ELECTRIC LIGHT STANDARDS. 



325 



A type of concrete lamp-post suitable for station platforms 
is also shown, Figs. 152a and b, used in Lincoln Park, Chicago, 
and in Southern Cahfornia cities. 

Fig. 152a, the body of the post is composed of very dry con- 




crete, 1 cement, 1.5 torpedo sand and 2.5 (f to f in. Hmestone, 
with a surface dressing above ground of J in. of 1 : 1 : IJ mortar 
composed of cement torpedo sand and fine granite screenings. 
To the mortar is added 5 lb. of mica for each post. When dry 



326 TRAIX SHEDS. 

the surface is quickly brushed with muriatic acid, then drenched 
with water and brushed over with a broom. 

Cost. — About two gallons of acid is used for each post. 
Weight when finished 2000 lb. Cost of manufacture §16 to S19 
each. 

Fig. lo2b is a reinforced concrete lamp-post. It is cast in 
three distinct parts, shaft, base and cap; when set up it is se- 
curely anchored to the concrete foundation by twisted steel 
reinforcing rods. 

Train Sheds. 

The advent of reinforced concrete or steel encased in con- 
crete has brought about an entire change in the design of train 
sheds. In place of the high one span structure which was 
almost universal a few years ago the low short span type of 
shed with posts is now most in evidence for new structures of 
this character. 

The low shed has many advantages over the high shed, and 
is not only cheaper in first cost but also in maintenance. The 
latter item in the old tj'pe of shed was always a verj' heavy 
burden. In addition the sulphuric fumes from the locomotives 
was an element of danger to the steel work that had to be 
closely watched, and the shed itself was not altogether free 
from leaks and other defects that required constant attention. 

The disadvantages in connection with the use of columns in 
the interior of a train shed, whereby the low shed is made pos- 
sible, such as the danger of a fall of the roof in case of a derail- 
ment or a boiler explosion wrecking one or more columns has 
been largely discounted as it has been found that these possi- 
bilities are so remote as to be almost negligible. Most of the 
low sheds so far have been built with columns in the center of 
the passenger platform. It would seem, however, that there 
are no great objections to putting the columns between tracks, 
leaving the platforms clear for the convenience of passenger 
traffic and trucking. 

Figs. 154 and 155 illustrate the two designs, one with posts in 
the center of platform and the other with posts between tracks 
from which it will be noted the design for columns between tracks 
increases the height of the shed so that the area of enclosed space 



C. & N. W. RY. TRAIN SHED. 327 

is somewhat greater than for the design with columns on the 
platform. 

It is figured in the comparison that a 14-ft. platform without 
posts is equivalent to a 16-ft. platform with posts and that 
track centers would have to be about 15 ft. to take care of the 
posts between tracks as against 13 ft. centers without posts. 

One of the very important features in connection with train 
shed and platform construction is the drainage and the means 
taken to carry the storm water from the roof, especially in cold 
climates where alternate freezing and thawing takes place and 
the outlets and downspouts are quickly clogged up with ice. 
All sheds, wherever possible, should be built with a continuous 
slight down grade, away from the concourse or midway. Square 
downspouts are commonly used of large dimensions run where- 
ever possible in straight lines without bends. When a change 
of direction is necessary, cast iron or concrete boxes should be 
built, into which the downspouts should connect, the box being 
connected independently to the main drain; these boxes are 
usually built at the junctions of downspouts and the cross 
drains, and serve as manholes and inspection chambers. A 
line of steam pipes is sometimes run alongside each downspout 
connecting with a main through which exhaust steam can be 
conveyed at certain periods so as to keep the downspouts 
clear of ice. 

C. & N. W. Ry. Train Shed. — The shed is of the Bush type 
320 ft. wide, varying in length from 740 to 940 ft. Single row 
of columns are placed in the center of each platform spaced 
25 ft. 6 in. center to center longitudinally and 38 ft. 9 in. trans- 
versely. The main cross roof supports are curved plate girders 
supported on columns consisting of two 12-in. channels connected 
with lacing bars. The columns are braced longitudinally by 
struts composed of two 10-in. channels with a half-inch bottom 
plate 18 in. wide. The smoke ducts are lattice girders en- 
cased in concrete and the roof framing consists of eye beam 
rafters and bulb angle purlins upon which is a 2|-in. concrete 
roofslab reinforced with wire mesh, and covered with composi- 
tion roofing. 

In each bay there are 5 ft. wide wire glass skylights over the 
platforms, and a central row of ventilators. The smoke duct 



328 



C. & X. W. RY. TRAIN SHED. 



rjS iBn^o 







! I 



I *» 



./i 



projects far enough above the roof to 
take care of roof drainage and is sup- 
posed to be far enough below to 
prevent rain and snow from reach- 
ing the platform. The roof drainage 
is led to gutters in the valleys and 
thence b}^ downspouts at alternate 
^ columns to the sewer connections. 
J A snow load of 20 lb. per square foot 
was assumed for the roof loading. 

Platform and Train Shed Floor. — The 
train shed floor is carried by steel 
girders and columns resting on con- 
crete piers and footings with pile 
clusters and has a solid floor of 
concrete resting upon shelf angles on 
the girders and track stringers well 
°^ drained and waterproofed. To avoid 
^ ^-ibration the floor was made 16 in. 
thick and for the platforms about 6 
in. thick. In each case there is a 
2-in. surface of mastic asphalt upon 
the concrete with a layer of burlap 
in the asphalt. The platforms are 
16 ft. wide and 8 in. above top of 
rail. 

Lehigh Valley Train Shed. — A 
i2 shed \sith posts between tracks of the 
.^ Bush tvpe was built recentlv at the 
old Lehigh Valley depot at Buffalo 
as it was found to be more suitable 
for existing conditions than a shed 
vdih posts in the center of platform. 
(Fig. 155.) 

The columns between tracks have 

a clearance of 14 ft. and are built 

14 ft. 8-in. centers, the width of column being 8 in. The 

platforms are 5 ft. from center of track and about 14 ft. 3 in. 

wide, and 6| in. above top of rail. 






r^ 



i 



Ci 



O 

o 

O 

o 



e3 
o 

O 



c3 



CO 



if 



rti 



•;Sno:^nnO 



C. & N. W. RY. TRAIN SHED. 



329 



Composition Roof>^ 




Column 

CROSS SECTION 



2.10''D-°>20H)5. 




LONGITUDINAL STRUT IN SMOKE DUCT 

Fig. 154. Details of Train Shed, C. & N. W. Ry. 



h'Vi\ 



m" 



1^14% 

SECTION 
B- B 



Casting A'- 



330 



LEHIGH VALLEY TRAIN SHED. 



The columns are spaced 33 ft. centers longitudinally and are 
built of sections with the web parallel to the track. Curved 
plate girders constitute the main truss supports with lattice 
steel trusses forming the longitudinal purlins, those acting as 
the smoke ducts being encased in concrete; the roof covering is 
of concrete slab construction finished on top with composition 
roofing. 

The platforms are built of concrete on cinder fill as shown, 
Fig. 156. The sidewalks are 8 in. thick, 14 ft. wide; the platform 
slab is 6 in. at the outer edge and 7| in. at the center and has a 
reinforcement of triangular wire mesh. Beneath the platform 
and between walls a bed of 6 in. tamped cinders is placed .before 
laying the concrete. 




Fig. 155. Cross-section of Typical Bay — Eye Bolts Used in Wall Detail. 
L. V. Train Shed at Buffalo. 



A detail of the Kepplar roof lights used on this shed is shown. 
Fig. 156, and is built of 6 in. units with steel reinforced cement 
ribs. 



LEHIGH VALLEY TRAIN SHED. 



331 



^ii^iiiP^iiP . 



steel pBiv¥^ 






-Asphalt Insolation 
Concrete 



DDnnmDnnnc 
DDDDHnnaDC 

ddddcddddHc: 



nDnnnDDDDc 
pDnDmannnL 

iDDDDCDDDnnC 

pqpgEinroar 



idnribonDnpa 

Dnnananqac 
DDDnnnDppci 
DDD□D^DO□C ^ 



DDDnnc 
nnrnar 
padDDL 

ornn r 




TYPICAL INTERIOR COLUMN '^'■' TYPICAL SMOKE DUCT TRUSS 

DETAILS OF TYPICAL COLUMN AND SMOKE DUCT TRUSS 






1 



W 



^ 



•W- 4.%qT , 



ICLBent 1 






i-4-31^- 



.1^ 



-le'e- 



Platform Beams Indepeodent 
of Cantilever Beam 



SECTION A-A 



CROSS SECTION OF PLATFORM ON PILES 

SLAB AND BEAM DESIGN OF PLATFORM FOR NORTH BAY 



l^i .Spaced at 5 6 







I A ,Meah*42 



^^\«SS^ 



' In I Tampered^ijfi 
6-2^6 *| Cinder fiUJ ' 



^ 



PLATFORM ON CINDER FILL 



PART PLAN 




SECTION 

PART PLAN AND OUTLINE ELEVATI0^4 



GENERAL DETAILS. 

Fig. 156. Lehigh VaUey Train Shed, Buffalo. Bush Type. 



332 



C. p. R. TRAIN SHED. 



A a -^ 




02 



'TJ 



13 

Id 






bO 



C. p. R. TRAIN SHED. 



333 



C. P. R. Train Shed. — The train shed recently built at Mon- 
treal, P. Q., is of the Bush type, the layout comprising separate 
passenger and trucking platforms. The columns are placed 
alongside the center of each passenger platform and are 46 ft. 
centers crosswise and 28 ft. centers longitudinally. The main 
cross roof supports are curved trusses, which support the longi- 
tudinal steel purlins and lattice trusses forming the smoke ducts, 
the latter being encased in concrete. The roof covering is of 
concrete slab construction reinforced with wire mesh and fin- 
ished on top with asbestos roofing composition. (Fig. 157.) 

The skylights rise above the main roof and are very pro- 
nounced and give a very much larger amount of light and venti- 
lation than is usual in this type of shed and while it may have 
some advantage in this respect over the flat style of skylights, 
the latter has certainly a more simplified appearance and will 
not hold drifting snow to the same extent as the former. The 
fact that the smoke ducts are open all the way throughout the 
length of the shed is more than sufficient for all the ventilation 
necessary and the less projections on a roof the easier it will 
be wind swept and kept clear of snow. 




Fig. 158. C. P. R. Passenger Platform. 




-20 0- 
-10 'O- 



i 



^'DStcel bars spaoe'dl at s'centers transversely 
/ l^^'Granolittic finish 



.Vi _ _S2ope 1 to 5 0^^ Curve^ x^ ^ / 1 }^ GranolitM c Ei 



EartK Eill 



^■ 



1 



§m 



-ij 



Fig. 159. C. P. R. Baggage Platform. 



334 PASSENGER PLATFORMS. 

Platforms. — The passenger platforms are 16 ft. wide and the 
trucking platforms 10 ft. Their construction is shown in Figs. 
158 and 159. The side walls are 6 in. thick with a footing 
course resting on a broken stone fill. The platforms are 6| in. 
thick and reinforced with f-in. square steel bars at about 15 in. 
centers; most of the filling under the platforms was of broken 
stone. Farm drains of 4 in. tile were laid lengthwise about 
2 ft. 3 in. below the track, connecting with the cross drains at 
every alternate column, the latter being 6 in. cast iron pipe 
carried under the tracks crosswise and connected to the main 
sewer. 

An improvement to this design would be to let the platform 
portion project over the wall on each side so as to cast a shadow 
which would give a better appearance and make a better drip for 
waste water, etc., when washing or cleaning platforms. 

Cost of Train Sheds. — The range of prices for train shed 
work is bound to be very variable depending upon the kind of 
shed, the loading figured, its height, width and the amount 
and kind of light and ventilation desired. The nearest method 
for different designs is to take the cubic contents and compare 
the prices per cubic foot of enclosed space, rather than the cost 
per square foot. 

For sheds of the types shown, the following units may be of 
service : 

Cost of train shed (not including platforms, 

foundations or drains below platforms) .... 6 to 10 cents per cu. ft. 
Cost of train shed (not including platforms, 

foundations or drains below platforms) .... $1 . 10 to $2. 25 per sq. ft. 

Pounds of steel per square foot of roof 16 lb. to 20 lb. 

The cost of reinforced platforms including the 

excavation and stone filling under, as well as 

the curbing, Figs. 158 and 159, average per 

square foot 40 to 60jii 



PLATFORM CANOPIES. 



335 



Station Platform Canopies. — The inverted type of station 
canopies shown in Figs. 160 and 161 illustrates the designs on 
the N. Y. C. The roof is supported by one row of posts down 
the center of the platform and drains to the center, the water 
being carried off by downspouts inside the posts. 

Fig. 161 is for platforms used exclusively for passenger busi- 
ness and Fig. 160 is for platforms used both for freight and 
passenger. In the former case the butterfly extension covers 
the platform to a greater extent than the latter, as is shown by 
the clearances. The posts are made of four light angles or two 
channels, placed back to back, with steel brackets and purlins, 
the roof boards being nailed to nailing strips secured to the tops 
of the beams and covered with composition roofing. 

The cost of this type of platform roof may be estimated at 
$1.25 per square foot, which includes the ordinary foundation 
for the posts 5 ft. below ground, but does not include any plat- 
form or drainage below and beyond the platforms. 




Fig. 160. N. Y. C. Butterfly Platform Shed, Passenger and Freight Traffic. 

-M" 




Fig. 161. N. Y. C. Butterfly Platform Shed, Passenger Traffic Only. 



336 



PLATFORM SHELTERS. 



Platform Shelters, Southern Pacific Co. — The new station 
of the Southern Pacific Co. at Los Angeles, Cal., has the plat- 
forms covered b}- shelter roofs built of reinforced-concrete 
units. The roofs are of the ''butterfly" or concave type, 
sloping down from the eaves to a central gutter. There are 
four platforms 740 ft. long and 16 ft. wide, with roofs 18 ft. 
wide. 

The main construction consists of a central row of T-head 
columns, spaced 20 ft. center to center and carrying two rows 
of roof slabs 20 ft. long. (Fig. 161a.) The columns are 12" 
X 24'' at the base and 12" X 18" at the top, with caps or heads 
10 ft. long and 17 in. deep. On each side of the cap is a recess, 
forming a shelf for the end of the roof slab. 




Fig. 161a. Placing Roof Slabs. 



Reinforcing bars projecting from the ends of the slabs lap 
each other over the top of the cap and are embedded in cement 
mortar, which is filled in over the cap to the level of the slabs. 
The longitudinal joint between the slabs is also filled with cement 
mortar. A roofing composition is laid upon the completed 
shelter. At intervals of about 340 ft. an expansion joint is 
provided, covered with copper flashing. 

The roof slab has a minimum thickness of 4 in. (increased to 
give an incline for drainage) and is stiffened by six transverse 
ribs. The columns are set in sockets, 18 in. deep, in pedestal 
footings. 



PLATFORM SHELTERS. 



337 



A variation in this construction is required where the inchned 
ramps connect the platforms with the subway beneath the 
tracks. Here the roof is carried by two-column bents, as 
shown in Fig. 161b. These columns are 8'' X 12'', connected 
by an arched cap. They, are set in steel sockets in the steel 
framing of the subway roof. Engineering News, July 13, 1916. 




'* J-o Subv 



SECTION THROUGH INCLINE ELEVATION 

Fig. 161b. Concrete Platform Shelter with Two-Post Bents Spanning 

Incline Approach. 

C. P. R. Platform Shelter. (Fig. 162.) — Umbrella type of 
platform shelter 16 ft. wide, with main posts 8'' X 10'' — 14-ft. 
centers, ridge plate 11" X 3", rafters and ties 2" X 6" with 
4" X 6" supports, and 4" X 6" run beams, roof covered with 
l|-in. matched boarding, and galvanized iron, ready roofing or 
shingles on top; the main posts are supported on round, flatted 
cedar sills about 6 ft. below the platform, braced both sides, 
and held laterally by the platform joists. The platform is made 
of 3-in. plank on top of 11" X 3" joists on split cedar sills at 
about 7-ft. centers. 

Estimated cost per square foot of covered space without 
platform, 30 cents; with platform, 55 cents; does not include 
any piping or drainage. 



338 



PLATFORM SHELTERS. 






i*! n^ic 




^r s^Top o f Ban 



Fig. 162. C. P. R. Wood Umbrella Platform Shelter. 



TOOL HOUSES. 



339 



CHAPTER XVII. 
ROADWAY BUILDINGS. 



Tool Houses. — In the maintenance of track the road is 
divided into sections ranging from 4 to 8 miles or thereabout, 
each section being looked after by a gang of men under a fore- 
man who is responsible for its safety to the roadmaster. A tool 
house to hold the hand car and tools is usually provided for 
each section, and is generally located on the right of way close 
to a public road, or near a station, and within easy reach of the 
section foreman's house; it is set back far enough so that the 
hand car can be pulled out to stand clear of the tool-house 
door when open, and passing trains, placed when possible along- 
side the main track ^lear of switches. The minimum distance 
from rail and the sizes of the houses recommended by the Amer. 
Ry. Eng. Assoc, are shown on the following sketches. 





Drop Siding 



TRACK ELEVATION 



END ELEVATION 



TRACK ELEVATION 



SIDE ELEVATION 




A li X 20 
B12"xl8' 



Window 



"wwX 



Doubk Swinging' A "<5 



C 10x14 



PLAN 



PLAN 



Recommended A. R. E. Assoc. Typical 
Section Tool House, Classes A and B. 



Recommended A. R. E, Assoc. Typi 
cal Section Tool House, Class C. 



Approximate costs: 
Tool house A, W X 20', about $200. 
Tool house B, VI' X 18', about $150. 
Tool house C, 10' X 14', about $100. 

The C. P. R. Standard single and double tool houses are illus- 
trated, pages 340 and 341, and may briefly be described as follows: 



340 



TOOL HOUSES. 



Plank or cedar sill foundation for flat ground, and cedar posts 
6-in. diameter about 5-ft. centers, or old bridge stringers, when 
on sloping ground. 

Sill 4'' X 4'' all round the outer walls, joists 4'' X 6'' at 2-ft. 
centers, covered with 2-in. plank. 

2-in. by 4-in. studs, 2-ft. centers doubled at door openings 
and all corners, 4'' X 4^' wall plates 7 ft. high from floor, out- 
side boarded with J-in. rough plank finished with seven-eighths 
ship lap or drop siding with T' X b" planed, top, bottom and 
corner boards. 

Rafters, 2-in. by 4-in., 2-ft. centers, one-third pitch roof cov- 
ered with |-in. rough boards and shingles with building paper 
between, gable ends. 

A small window is provided at each end, a double door facing 
the track, opening outwards, about 7 ft. wide, with stringers 
and light platform from the house to the track, for convenience 
in taking the hand car out and in. The door is provided with 
chain staple and switch padlock. 



_c_.J. - . - -J: _^ _ 

C ' I L I I ' j 




Fig. 163. C. P. R. Single Tool House. 
Approximate estimate of cost. 

SINGLE TOOL HOUSE. (Fig. 163.) 



Quantities. 



2000 ft. B. M. lumber per thousand 

ft. B. M 

2000 shingles per thousand 

Hardware and glass 

Painting 

Total 



Material. Labor. Total unit. Cost. 



$17.00 
2.00 
3.00 
5.00 



$13.00 
2.00 
2.00 
7.00 



$30.00 
4.00 



$60.00 

8.00 

5.00 

12.00 



$85.00 



TOOL HOUSES. 



341 



E 



n-- 



-6'8- 



:v 



" 


J tJ U ' il II II 1 


1 II II 1! II II II II II II II 1! g J 




2" Plank 

3 






SI 




\ 




/i'xe' 








- 




/ 




111 


















— T "' 




Vf 










i< 




III 




-* 


< ^%yl- - — > 












III 


















III 










II III 




1 M 




1 




1 1 






1 




L 












1 



-Si- 



Fig. 164. C. P. R. Double Tool House. 
Approximate estimate of cost. 



Quantities. 


Material. 


Labor. 


Total unit. 


Cost. 


3500 ft. B. M. lumber per thousand 

ft. B. M 

4000 shingles per thousand 

Hardware and glass 

Painting 


$17.00 
2.00 
6.00 
9.00 


$13.00 

2.00 

4.00 

12.00 


$30.00 
4.00 


$105.00 
16.00 
10.00 
21.00 


Total 


$152.00 











The B. & 0. section tool houses, Figs. 165 and 166, present 
a very neat appearance and are simple in design. 

The size of the No. 1 house is 10' X 14', the framing is 2" X 6" 
studs doubled at the corners; the building is sheathed on the 
outside with drop siding. The cost is approximately estimated 
at $115 complete in place. 

The No. 2 house is similar to No. 1 but is only 8' X 10' and 
the cost is estimated at $75 complete in place. 



Galv. iron ridge roll 




ISH Note : Window in this end only. 
"N Window to be made to slide to one 
side on the inside. A closed shutter 
or door to be made to follow the 
window to close up the opening 
when window is drawn back. Fast- 
enings to be made to lock both 
window and shutter securely. 



FRONT ELEVATION 




Slate 

^'sheathing 



PLAN 




SIDE ELEVATION 



Fig. 165. B. & O. R. R. Section Tool House No. 1. 




^WoodSill ' 

FRONT ELEVATION 



/Top of Plate 



of Rail 



SIDE ELEVATION V-. 




PLAN 



(342) 



Fig. 166. B. & O. R. R. Section Tool House No. 2. 



SECTION HOUSES. 



343 



Section Houses. — Section houses are built along the right 
of way principally for the convenience of having the trackmen 
live close at hand to readily respond for emergency service at 
any time. The houses are usually framed structures, and are 
built single or double ; the double houses are convenient at 
points where it is necessary to keep two gangs. 

The character of these houses varies to suit the class of labor 
and the accommodation necessary or desirable to provide under 
different conditions. An ordinary single section house, Fig. 167, 
can be built for $750, wood foundation, or $900 with concrete 






FIRST FLCK).^ 



SECOND FLOOR 

FRONT ELEVATION 

Fig. 167. Single Section House. 



foundation. A double house, Fig. 168, is estimated at $1400 
with wood foundation or $1700 for concrete foundation. Their 
construction would be about as follows: 

Construction. — Frame and partitions, spruce; rough board- 
ing, floors, clapboards, outside and inside finish, frames, etc., 
good quality native spruce or pine; shingles, pines or cedar; all 
mouldings, doors, windows, and inside finish, stock pattern. 

Cedar sills or posts about 5-ft. centers, or when it can be done 
cheaply, concrete, stone, or brick foundation with cellar. Frame, 
2" X 3" studs at 16-in. centers, 2'' X 10'' joists at 16-in. centers, 
ceiling roof joists and rafters 2'' X 6" at 16-in. centers, 4'' X 3'' 
wall plates and runners, outside walls |-in. rough boarding, with 
|-in. ship lap, siding, or shingles, with building paper between, 



344 



DOUBLE SECTION HOUSE. 



and 1'' X b" trim around win'dows, doors, porch, eaves, etc. All 
inside walls lathed and plastered. Shingle roof, |-in. boards 
with building paper between. Floors |-in. rough boards and 
|-in. finished floor with building paper between for ground floor, 
and J-in. finished floor only for upper story. 




Bed Room 



Bed Hoom 
/ / 
9 xl3 



llZTViff' 



FIRST FLOOR 



SECOND FLOOR 




T-M ^^^r>vS>S>>^ [^'WVlK>iX>i 



FRONT ELEVATION 

Fig. 168. Double Section House. 
Approxijnate estimates of cost. 



Quantities. 



Excavation and wood foundation 

Brick 

Hardware 

Carpentry 

Lath and plaster 

Shingles 

Painting and glazing 

If masonry foundation, add 

Total 



Single house. Double house. 





$20.00 


$35.00 


35.00 


70.00 


20.00 


35.00 


518.00 


953.00 


82.00 


167.00 


25.00 


45.00 


50.00 


95.00 


$750.00 


$1400.00 


150.00 


300.00 


$900.00 


$1700.00 



COMBINATION SECTION HOUSE. 



345 



Combination Section House. — A combination section house 
adopted by the Lehigh Valley for the use of its foremen and 
laborers provides a bunk room 14' X 30' in rear, with separate 
entrance, and house accommodation in addition, comprising a 
dining room and kitchen on the first floor, and three bedrooms on 
the second floor. (Fig. 169.) 

The structure is Ij stories in height, and is constructed of 
hollow tile building blocks, with buff colored rock asbestos stucco 
finish, and supported on concrete foundations. Red quarry 
floor tiles are used for the bunk room floor, and pine floors for 
the balance. 

The bunk room is plastered with two coats Portland cement 
mortar, trowelled to a hard flnish and waterproofed; the bal- 
ance of the house is fin- 
ished with three coats ready 
mixed hard wall plaster. 
The building is heated with 
stoves, and a cellar is pro- 
vided for storage. 

Cost. — The cost of this 
building complete is about 
$3750. 





FIRST FLOOR SECOND FLOOR 

Fig. 169. Combination Section House. 



346 



C. p. R. SECTION HOUSE. 



C. P. R. Standard Section House. — The standard C. P. R. 
section house, Fig. 170, is a two-story frame building on a con- 
crete foundation. It pi"ovides six fairly large rooms, three on 
each floor, with a partial cellar in the basement, or when de- 
sired the whole basement may be made into a cellar. The 



r-t« 



^ 1 -.^.^-_---_^-, 




y^ Drop Siding 

Tar Paper 

1"_T. i G. Rough Boardj 

2"i 4" Studs at IC "ctia. 

I^th ^ Plaster 



Fig. 170. 



GROUND FLOOR PLAN 

C. p. R. No. 4 Standard Section House. 



C. p. R. SECTION HOUSE. 



347 



house is lathed and plastered inside throughout and double 
sheathed on the outside; the concrete walls are carried to the 
top of the joists at the ground floor level. 

The average cost of the house complete is from $1800 to 
$2100. 



Roughcast J4 {hlci 




2x4, WaUJBlaterf 



StcL No. 24 ligli 
yto Cellar 



SECTION A-A 

Fig. 170 {Continued). C. P. R. No. 4 Standard Section House. 



348 



DOUBLE SECTION HOUSE. 



C. P. R. Double Section House. — Fig. 171 illustrates a 
double section house as built on the C. P. R. The foundation 
may be of cedar sills or concrete with a basement. The ground 
and first floor, including the roof, etc., are built of timber 
throughout. This layout pro\'ides three rooms downstairs and 
three rooms upstairs with two chimneys for each house. The 
studding for the outer walls is 2" X 4" and the inside walls are 
2" X 3", aU at 16" centers. The exterior is covered with T. 
and G. boards with a layer of felt and finished with shingles. 
The interior is lathed and plastered throughout. 

The cost of this structure on cedar sill foundation was $2800, 
the details of which are given below. When concrete founda- 
tion is desired the cost would be about $3500. ' . 

Approximate cost of a double section house. 

Excavation and clearing S 150 . 00 

400 ft. cedar sill foundation @ 15<^ 60 . 00 

25,000 ft. B. }l. lumber @ S40.o6 1000 . 00 

Doors and windows 

34,000 shingles (a S5.00 

800 yds. plaster @ 35c 

36 yds. rough cast @- 50^ 

5 squares tar and gravel @, §6. 00 

5000 brick and lime for chimney @ S20.00 

Hardware, etc 

50 gallons paint (a $2 . 50 



375.00 
170.00 
2S0.0O 
18.00 
30.00 
100.00 
192.00 
125.00 

S2500.00 

300.00 

Total S2800.00 



Super^-ision and contingencies about 10 per cent. 




GR.OUND FLOOR PLAN 

Fig. 171. C. P. R. Double Section House. 



DOUBLE SECTION HOUSE. 



349 




FIRST FLOOR PLAN 



Gal. I. Flashing 




FRONT ELEVATION 



Fig. 171 {Continued). C. P. R. Double Section House. 



350 REST HOUSES. 

Rest Houses. — One of the important features about a rest 
house is to obtain a good site for it. As often as not it is located 
in the comer of a yard where it is subjected to noise and peri- 
odical deluges of smoke from the roundhouse which not only 
causes irritation and dissatisfaction, but also adds greatly to 
its maintenance as it requires constant painting to keep the 
building from looking ding^'. 

It is claimed that the men coming in tired at all hours do not 
care to walk very far and in consequence the nearer the house 
is to his cab or caboose at the end of his run the better he likes 
it. The same also appUes when he is called for duty, the closer 
he is the less time it takes to get read}'. 

^Tiilst these have a bearing on the location, freedom from 
smoke and noise, attractive outlook and genial surroundings 
have a value in efficiency that is too often overlooked and 
more money is often spent in trc-ing to counteract a poor site 
by providing la^-ish indoor attractiveness, that would otherwise 
not be necessary' if the site had been more congenial. 

These houses ver^' often furnish room and board for office 
and shop hands as well as trainmen and the designs vary to 
suit local conditions. In the larger houses the layout is in the 
nature of an up-to-date hotel, with office and help accommoda- 
tion, check room, safe, lockers, bunks, beds, reading and writing 
rooms, lecture haU, bowling alleys, billiards room, baths and 
showers, lavatories, as well as ample kitchen accommodation 
and equipment, besides store rooms, ice and refrigeration, heat, 
fire protection, electric light, attractive furnishings, provision 
for future extension and good ventilation and sanitation. 

The Railway Branch of Y. M. C. A., working in conjunc- 
tion with the railroads, has established a great number of 
boarding houses or hotels at many of the principal di^-isional 
points, which prior to their advent did not provide the proper 
class of accommodation for railway men. It is claimed by 
many, however, that as good results could be obtained by com- 
pany operation, imder the Sleeping and Dining Car Depart- 
ment. 

Two Story Rest House. — A two stOTV type of rest house to 
accommodate fifty men is shown in Fig. 172. In place of the 
usual dining and reading room, a large lounge room is pro\'ided 



TWO STORY REST HOUSE. 



351 



Bhiiiglea 




1 Concrete Foundation 

FRONT ELEVATION 




Posts 6"z 6*' 



GlROUND i=T_OOR P1_A>I 

Fig. 172. Two Story Rest House. 



352 BUNK HOUSES. 

with an open-fireplace and vestibuled entrance. It also pro- 
vides a large number of bath-rooms, and locker accommoda- 
tion in the corridors. A veranda 7 ft. 9 in. wide is built on 
three sides of the house. If desired showers can be substituted 
for baths. 

The building is a frame structure 30 ft. deep by 60 ft. in length, 
on concrete foundations, and is lathed and plastered inside 
throughout. 

The approximate cost under ordinary conditions, including 
steam heating, electric light, and drainage, is $9500. 

Bunk Houses. — The smaller class of building is commonly 
called the bunk house and these are usually provided, by the 
railway for the trainmen only at points where crews have to 
lay over, when away from their home-quarters, or where the 
town is too far away from the junction point, or where there is 
no accommodation for railway men. 

C. P. R. No. I Standard Bunk House. — The No. 1 C. P. R. 
Standard Bunk House, Fig. 173, will accommodate twenty-two 
men. The arrangement provides a series of rooms which hold 
from two to three double bunks, so that an engine crew can be 
accommodated in one room, the idea being that when a crew is 
called, the others in the house are not disturbed. 

This house is 30 ft. deep by 57 ft. long, and contains five bunk 
rooms with 17 lockers located in the corridor, including a fair 
sized dining and reading room, an office or store room, a mod- 
erate kitchen, a large lavatory and a bath-room. 

The structure is a frame building on concrete foundations 
and is lathed and plastered inside. Screen doors and windows 
and good ventilation are provided; a large veranda, 8 ft. wide 
is located at one end of the building, returning 14 ft. on the long 
side of the house to provide ample shade. Under ordinary con- 
ditions, this house on concrete foundation, including steam heat- 
ing, electric lighting, septic tank and drainage is estimated to 
cost $5000. The cubical contents is approximately 33,000 cu. ft. 
and the average unit price per cubic foot is 15 cents. 

The two tier bunks, shown in Fig. 174, are made of iron with 
wire springs and post castings are provided to attach to the 
floor. The details are fashioned after the ordinary iron bed 
frame, made up of light angle and corner castings. 



C. p. R. BUNK HOUSE. 



353 



No. 18G. G.I, Bidge 




SIDE ELEVATION 




PLAN 



E 



Buxt Ventilator. 
1 Rid?e 



Shinglea 
Tar Paper 

rT. & G. Bough Boards ., 
G"RafterB "^^^ 

X 0-., 



Concrete Chimney 
alv. Iron 
Flashing e° 



at 10"ctrs. 




; -1% X 8 Baseboard 



8 Cedar 
Post 



V 2nd quaL Maplefity <"^ such extra deptn 
'^_. T> \>i{\' necesearj to secure 



Tar Paper 

1"T. & G. Boards 



a-good foundation 

SECTION A-B 




Ix 2"Trellis at 6"ctrB.^ 'No. 6E Std. Dooi 

FRONT ELEVATION 



Fig. 173. C. P. R. No. 1 Bunk House. 



Approximate cost of C.P,R. No. 1 bunk house. 

Concrete and excavation $ 480 . 00 

30,000 ft. B. M. lumber @ $35. 00 1050.00 

Labor in erecting 750 . 00 

Windows and frames 250 . 00 

Outside doors and frames 75 . 00 

22,000 shingles @ $5.50 121.00 

800 sq. yds. plaster @ 40^5 320.00 

Spikes and nails 60 . 00 

Bunding paper 24 . 00 

Locks and fixtures 75 . 00 

Painting, tinting, etc 240 . 00 

Plumbing, heating and drainage 925 . 00 

Bunks in place (iron) 125 . 00 

4495.00 

Supervision and contingencies 505.00 

Total $5000.00 



354 



IRON BUNKS. 



f"^ 






5 



te^:^ 



==d 



•I'Pipe- 



:t==f 



P^ 



J^'Rods^ 



^1 



c? 



^ 



-2'10— 



^ 



Castings 



'm. 



END ELEVATION 



T 



lis 



m 



TVire Spring 



X 






1 Pipe- 



Wire Spring 



m 



-6-3- 



Casting^ 



SIDE ELEVATION 



lJ^"x IK'x //'l-y Wire Spring 

N' r ! - -ly ^^'Screw Bolts l"lone with 
. — L^ 'TTrf ! -^ flat nut3 at ijg'crs. 




PLAN 



Fig. 174. Two Tier Iron Bunks. 



SMALL BUNK HOUSE. 



355 



Small Bunk House. — A small type of bunk house 15' X 22' 
to accommodate eight men is shown, Fig. 175. This house is 
usually built on cedar sills directly on the ground, only the 
chimney is built of concrete. The structure is a frame build- 
ing, sheathed inside with | V-jointed boards, and finished on 
the outside with T. & G. boards, a layer of felt paper and clap- 
boards. The approximate cost of this house finished complete 
is $600. 



No. 28G. Gal. Iron Ridge 



Trap Door in 
Roof to Store 
Storm Sashes 




8 Flatted Cedars 



I % Pine Floor 

I Tar Paper & 1 T.&G. Rough Board^ 



SECTION A-A 



-^6- 



[Clapboards 
[ Tar Paper 
1 1"T.&G. Rough Boards 

jL 



mm 



6f- 



^ ti a 
ti o a 



o d <3 



Fig. 175. Small Bunk House. 



If a concrete foundation with a cellar under the full area of the 
house is desired the cost would be increased about $400. 

Instead of shingles being used now for roofs of this character 
ready roofing of various colors is quite common. The cost of 
shingles has gone up tremendously in the last few years and in 
many cases it is not as cheap a roof as the prepared roofing now 
on the market. 



356 



SM.\LL BUNK HOUSE. 



So.tS Q.GaLIzno. Eid^ 



ya.38 G.GaLIna 




Sld-Windixw 



FRONT ELEVATION 




^ejT 



, fcUpbo«Kla 

' I Tar Piper 

I l\T:i G.BoQgh BouiU 
i 2 X -I'Sradj S'O'en. 



PLAN 
Fig. 175 {Continued). Small Bunk House. 



B. & O. BUNK HOUSE. 357 

Bunk House for Section Men. — A type of dwelling for sec- 
tion men used on the B. & 0. R. R. is shown, Fig. 176. The 
building is 12' X 36' of frame construction throughout. The 
accommodation provides a large kitchen and sleeping quarters 
for six double tier bunks. The house rests on wooden sills and 
is sheathed outside and inside with T. & G. boards. Two venti- 
lators are installed in the sleeping-room and a smoke jack and 
cupboard is provided in the kitchen. 

The cost of this type of building is estimated to be $600. 

Box Car Bunk House for Section Men. — Another type of 
dwelling for section men on the B. & 0. Ry., using an old car 
body as the bunk and dining-room accommodation with a lean-to 
kitchen tacked on, is shown. Fig. 177. 

The old car rests on a wood sill foundation and is approxi- 
mately 8' X 36' with an 8' X 8' kitchen extension; four double 
tier bunks are provided to accommodate eight men. The car 
body has four sliding sash and the method of distributing the 
bunks at each corner of the car probably gives the maximum 
amount of ventilation and air space. 

Figuring that old car body is worth $50, the cost of build- 
ing the kitchen extension and making the alterations, etc., to 
conform with the plan, the entire building is estimated to cost 
$250. It should be noted that the kitchen, etc., is well ventilated 
and that summer blinds are provided, as well as fan lights over 
the doors. The larger type of houses for buildings of this char- 
acter are known as rest houses, where accommodation is provided 
for a big crowd of men. Such houses are discussed and described 
on page 350. 



358 



B. v5c 0. BUXK HOUSE. 




m 




d 

e 



I— I 



q9B9 3nrp:;3 



€ 





yuKs 






I ! 









""-* 








^y. 


2 























%*< 








^x 


ij 






CO 













360 



WATCHMAN'S CABIN. 




S z 4 Baf'ters@l_10 crs. 
Galr. Iron FUshln: 



6 Flatted Cedir Tie8@2 crs. 

-^-'0- 



SECTION 



_ J^ T. * G.Boardj 




PLAN 



Fig. 178. Watchman's Cabin. 



Watchman's Cabin. — A cabin 5 ft. by 9 ft. suitable for 
isolated locations where it is used as living quarters by the watch- 
man is shown, Fig. 178. A seat bunk, locker and small stove are 
pro\ided; in addition it is usual to include a coal or wood bin at 
the side or rear of the cabin. The cost of this cabin is estimated 
at S75 to S90 on wood sill foundation; the general details and 
construction are plainly shown on the drawings. 



FREIGHT SHEDS. 



361 



Freight Sheds. 

At large freight terminals where the 
amount of business requires separate 
inbound and outbound sheds, the out- 
bound house is usually made narrow, 
about 30 ft. in width, and the inbound 
40 to 60 ft. in width. 

To avoid the spotting of cars on the 
track side and also to save trucking 
room inside the house, a platform 8 
to 12 ft. wide is sometimes provided. 
Where electric trucks are to be used 12 
ft. should be the minimum width and 
it should be protected by an over- 
hanging roof. In place of platform, con- 
tinuous doors along the track side are 
often substituted. 

On the team side, shed doors are 
usually provided in each bay; some- 
times these doors are arranged to open 
outwards so as to form a shelter for 
the teams, but generally a roof over 
the door is provided for this purpose. 

To assist trucking it is recommended 
that the floor of the inbound shed be 
sloped about 1 in. in 8 ft. towards the 
street and that the outbound shed floor 
be given the same slope from the street 
to the track. In the outbound shed 
scales are provided about 50 to 80 ft. 
apart, and in the inbound shed where 
very little freight is weighed one scale 
to each section or about every 200 ft. 
is sufficient. Four ton dial scales are 
recommended. 

C. P. R. Freight Sheds. — A cross sec- 
tion of a C. P. R. freight terminal of this 
character is shown, Fig. 179, having a 






l-H 



H 
to 

• 1—1 



05 






— a 



362 INBOUND SHED. 

50-ft. inbound shed and a 30-ft. outbound, with six house tracks 
between sheds and a transfer platform in the center; the tracks 
are 12 ft. center to center. 

Inbound Shed. — The 50-ft. inbound shed is shown, Fig. 
180, and is of steel and concrete construction with a mill type 
roof. It will be noted that the floor is 4 ft. above the top of 
rail and that continuous doors are used on the track side, the 
posts being set back 7 ft. 6 in. from the front of the building to 
provide trucking room. In the construction of the main roof, 
the steel beams are cantilevered over the posts, and the entire 
front of building, including the sliding doors, is suspended to 
the cantilever beams. The interior posts are 20 ft. centers 
with steel eye beams running crosswise, and 8'' X 12'*' wood 
purlins lengthwise. A mill roof of 2" X Z" plank laid on edge 
over the purlins is finished on top with a composition or tar 
and gravel roof. On the team side of the building the roof 
cantilevers 10 ft. over the roadway to form a shelter. The 
space between concrete walls is filled with gravel and a 3-in. 
narrow plank floor is laid on cedar sills. In preference to this 
floor li-in. T. & G. boards laid on 4-in. flatted cedar sills and 
covered with |-in. second quality maple with a layer of tar 
paper between boards has been substituted at the same cost. 
Another type is the wood block floor that gives good results if 
properly laid on a solid foundation. In this liouse 3-ton scales 
were located every 9th bay, or about 180 ft. apart. 

Fig. 181a illustrates the track and rear elevations. The con- 
crete foundation walls are carried up to the floor level; the doors 
are the continuous sliding type of wood, iron clad, hung on rollers 
on metal runners. Above the doors as much light as possible is 
introduced. 

To hold the building lengthwise brace frames are inserted 
between posts every second panel high enough up to clear. 



INBOUND SHED. 



363 



Both the inbound and outbound houses are divided up into 
sections of about 200 feet by fire walls. The openings in the 
fire walls are protected by fire doors. The walls are carried 2 feet 
above the roof and project one foot beyond the wall line both 
front and back. In each section lavatory accommodation is pro- 
vided for the shedmen. 



No.28 Q.Galv.Iron flashing with driij 
1 Quarter Round, 



—Jfo.28 G.Galv.Iron with drip „ ?«MdGwvel 




PLAN 



Fig. 180, 50-ft. Inbound Freight Shed (Wood Floor). 



364 



OUTBOUND SHED. 




See Detai 




i;onorete rost l^otection j ]| I ' 

^ - ■ (^ ^ y^i Pine Planka surfaced on one side i, | 

' \^ i\l r^*^r-»l nv filling so onAAlf^^J \ 3 ■* WA 



^ Gravel or filling as specified , 

y^ 1 18" "^ 77 ^%'Q X 10 Anchors 4" Flatted Cedar Sills @ 4'o" ors.' 
Anchors J4-& ^ 21^ 



■3'%,0 x-16 Anchors 



JOr such depth (extra) as may be necessary 
(to secure a good foundation 

■SJ L° }i round bars @ 2'6 era. both horizontally and vertically' 

CROSS SECTION 




<«ih^ PLAN 

Fig. 181. 30-ft. Outbound Freight Shed (Wood Floor). 

Outbound Shed. — The 30-ft. outbound shed is shown, Fig. 181, 
and is practically of the same construction already described 
for the inbound shed excepting that scales are installed every 
second bay or about 40 ft. apart. The sliding doors and the 
lights provided are shown, Fig. 181a, for the track and rear 
elevation. 



FREIGHT SHED ELEVATIONS. 



365 




Fig. 181a. 30-ft. and 50-ft. Freight Shed Elevations. 



366 COST OF SHEDS. 

Cost of Inbound and Outbound Sheds. — The cost of these sheds 
with wooden floor on fill was estimated at $1.50 to $1.75 per 
square foot for ordinary foundations. Where wood piles were 
used the cost was $1.85 per square foot and where concrete floor 
and concrete piling were used the cost was $2.25 per square foot. 
The cost of the office building averaged 18 cents per cubic foot. 

The above prices are for the building complete, read}" for 
occupation, including electric lighting, scales, heating, plumbing, 
and ordinary light fixtures as well as two fire hydrants in each 
section with a hose cabinet and 150 ft. of hose. The estimated and 
actual cost of the freight terminal, built in 1914, was as follows: 

Estimated cost: ' . 

Inbound shed 50' X 920', 46,000 sq. ft. ] ^ o-, -r^ cf-ii a nr\r\ nn 
Outbound shed 30' X 1000', 30,000 sq. ft. } ^^^"^^ S114,000.00 
Transfer platform 12^' X 980', 12,250 sq. ft., @ $1. 10 13,475.00 

$127,4; 5. 00 

Offices: two story, 362,000 cu. ft. @ 18^ 65,160.00 

SmaU portion of sheds, covered platform, etc 6,740.00 

§199,375.00 
Actual cost: 

Structural steel and erection $32,386 . 00 

Sheds, transfer platform and office building 140,429.00 

Electric Ughting and heating 8,313 . 00 

Scales 4,788.00 

Engineering and supervision 13,459.00 

$199,375.00 
Unit prices, per sq. ft., sheds and platform: 

Average cost of sheds per sq. ft '. $1 • 075 

Cost of steel, 7 lbs. @ 3.375f^ per lb 0.230 

Cost of lighting per sq. ft . 043 

Cost of scales per sq. ft. (1 every 3200 sq. ft.) 0.063 

$1,411 

Add for engineering 5 per cent approx . 089 

Total cost per sq. ft $1 . 50 

Approximate cost of transfer platform per sq. ft 1 .00 

Cost of electric lighting 0.044 

$1,044 

Add for engineering 5 per cent approx 0.056 

Total cost per sq. ft $1 . 10 

Unit prices, cu. ft., office building: 

Cubic contents of office building taken from bottom of 
footings to top of roof, 362,000 cu. ft. 

Cost of office building, 18^ per cu. ft. 

Cost per cu. ft. for builder's contract 11 . 42^ 

Structural steel including erection 3.66 

Electric Ughting contract 0.53 

Heating contract . 73 

Engineering 1-66 

Total cost per cu. ft IS.OOji 



TRANSFER PLATFORM. 367 

Transfer Platform. — The transfer platform is shown, Fig. 182. 
The posts are 20 ft. apart and the roof is of the butterfly 
type. Concrete piers are placed 20 ft. centers and the floor is 
built of ^" X 8'' joists and 3-in. plank resting on 8'' X 12'' 
sleepers. The roof consists of steel brackets fastened to the 
posts, on which are placed three 6'' X 10'' X 20' purlins and a 
2-in. plank covering, the plank cantilevering 1 ft. 9 in. over the 
main roof beams. The roof is finished with tar and gravel or 
composition. Downspouts 4 in. square are placed every 40 ft. 
to carry the rain water from the roof. The cost of this type 
of transfer platform is estimated at $1.10 to $1.25 per square 
foot. 

Cross Trucking and Bridges. — In the Los Angeles local 
freight terminal of the A. T. & S. Fe, three power operated 
transfer bridges have been installed as a means of reducing the 
cross trucking distances. These bridges are illustrated in the 
Railway Age Gazette, July 21, 1916. 

The terminal consists of two buildings about 1000 ft. long, 
separated by seven house tracks, divided into three groups by 
two platforms each 16 ft. wide and connecting with a cross 
platform at the stub end. Transfer bridges have been built 
at two points on the length of the shed to permit cross trucking 
a cut being made in a string of cars opposite each bridge, when 
cars are placed, to allow room for the bridge. 

These structures consist of gallows frame of steel, spanning 
the center pair of tracks, on which is supported the operating 
machinery from which the three drawbridges are raised and 
lowered. 

The bridges consist of steel beams carrying a plank floor; 
one bridge spans three tracks and is about 43 ft. long, and the 
other two are about 29 ft. long each. Between tracks heavy 
sills are placed on the center line to form supports for the swing- 
ing legs which are used as intermediate supports to reduce the 
span length. 

The spans are operated by means of cable winding on drums 
by 7| horsepower 3 phase 60 cycle alternating current motors. 
Worm drums are used without brakes. One TJ horsepower 
motor operates the 3-track bridge and another of the same size 
operates the two smaller ones simultaneously. 




(36S) 



LOCAL SHEDS. 369 

Local Sheds. — When posts are not objectionable inside the 
house, the flat roof construction is probably the simplest and 
cheapest for this class of building. 

In long wooden sheds, brick gable walls are built at each end, 
and at intervals of 50 to 100 ft. fire walls are inserted, the walls 
being carried 12 to 24 in. above the roof, capped with a coping of 
concrete, stone, or tile. 

Hand sprinklers and fire hydrants are also introduced through- 
out the house for fire protection, and in many cases the sprinkler 
system is installed. This consists of a series of main and branch 
water pipes. The mains are carried up at frequent intervals, 
and the branches are carried across the ceiling fairly close, and 
equipped with sprinkler heads that automatically open when 
the temperature exceeds a certain limit. Scales are also pro- 
vided to weigh freight when desired. 

Fig. a illustrates a 32 ft. wide shed, 14 ft. high, with trucking 
platform on track side, posts 16-ft. centers both ways. The 
doors on the track side can be hung on a double trolley track 
overhead, so that they may slide by each other, or on sheaves, 
with counterweights, to slide up similar to the ordinary English 
window. The doors on the road side may be 16-ft. or 32-ft. 
centers, the balance of the construction as per sketch. 

Approximate cost — $1.25 to $1.75 per square foot (concrete 
floor), or 7 to 10 cents per cubic foot (concrete floor), ordinary 
foundations. 

Fig. b illustrates a 40-ft. wide shed, 14 ft. high, without plat- 
forms, with two inner rows of posts at 16-ft. centers either way. 
The roof joists towards the track side are cantilevered out 8 ft. 
and carry the doors and lights over. With this arrangement, 
and the doors hung on a double trolley track, so that they slide 
past each other, there are no posts to interfere with car doors, 
and truck platforms are not necessary. The balance of the 
construction is shown on the sketch. 

Approximate Cost Complete. — $1.50 to $2 per square foot 
(concrete floor), or 7 J to 12 cents per cubic foot, ordinary founda- 
tions. 

Fig. c illustrates a 52-ft. wide freight shed with platforms 
both sides, wood floor and overhanging roofs. The front posts 
are 8'' X 10" at 8-ft. centers, the inner posts 8" X 10" at 16-ft. 



370 



LOCAL SHEDS. 

iEl^l^"^'-^. Tar and Gmvel Roof 




^jXj X S Fender 



Fig. a. 

^^^iSll!i___J^and Gravel Roof 



« s 8 




Fig. b. 

6"x 8- ,^^i'®j:S!2l^^ L^^=== =^l±^Board^^Jar and Gravel Roof 




Fig. c. 
Local Freight Sheds. 

centers. The doors on both sides are placed 32-ft. centers, 
and are hung on pulleys and weights similar to the English 
sash windows, so as to slide up. The balance of construction 
is shown on the sketch. 

Approximate cost complete. — 75 cents to $1.25 per square foot 
of building or 3 cents to 6 cents per cubic foot of building, ordi- 
nary post foundation. 



WAY-FREIGHT STATION. 371 

Freight sheds, 50 cents to 75 cents per square foot. When 
covering a large area with suitable ground, so that the floor 
rests on natural soil, construction 6" X 8'' posts, 16-ft. centers 
across and along the house, the posts resting on cedar sills. 

The main roof beams are 8'' X 10'', corbeled over the posts 
and bracketed at each side, the rafters 2" X 8'' at 2-ft. centers, 
with 1'' X 2" bridging, |-in. roof boards on top, and finished 
with tar and gravel or ready roofing. The posts are held cross- 
wise by 2" X A!' braces. 

The floor is second quality hardwood on |-in. rough boards, 
with tar paper between, on 3 to 6-in. flatted cedar sills embedded 
in the ground. 

A wood-built wall of 6-in. cedar posts and 3-in. planks is 
made along the track sides. The doors are hung on a double 
trolley track so as to slide past each other. 

Freight shed, 75 to 100 cents per square foot. This is some- 
what similar to above, excepting that the floor is raised about 
4 ft. above the natural ground. 

The B. & O. Freight Shed, Fig. 183, is a convenient type of shed 
to attach to an ordinary way station where the business is too 
large to handle in conjunction with the station. The sizes of 
such buildings usually vary to suit conditions. The average 
width is 20 ft. and the length may be 20 ft., 30 ft., or 40 ft., or 
more. Where conditions are favorable, concrete foundations 
are built, but generally wood sill or wood posts are used, and 
the balance of the building is of frame construction. The floor 
joists are 2" X 12'' at 16-in. centers, covered with J rough 
boards and finished with second quality maple or other hard- 
wood. The walls are of 2" X 6" studs at 24 in. centers, double 
sheathed on the outside and lined inside for a height of 5 ft. 
The roof timbers are also 2" X 6" at 24 in. centers, covered 
with T. & G. boards and either shingled or finished in slate or 
ready roofing. 

The cost of this class of building is approximately, for the 
various sizes, as follows: 





Concrete 
foundation. 


Wood foundation. 


20' X 30' without platform 


$1200 
1600 
2000 


$950 


20' X 40' without platform 


1250 


20' X 50' without platform 


1600 







The platform may be estimated at 30 cents per square foot. 



372 



SMALL FREIGHT SHED. 



Galv. Iron Ridge 
& Hip Roll 




FRONT ELEVATION 
TRACK SIDE 



< 8-0- 



- Studs 2 X 6 -24 C.L. to C.L. . 



8 Ox 80" Sliding Door 



'To be lined 5'o"high with 
1 Hemlock or Short Leaf 
Yellow Pine D.I.S. 



8 Ox 8 V Slidi ng Do or^ 



! J 



T" 



-15-0- 



T 



-30-0- 



Platform 



PLAN 



Top of Rafter 




r 



i I .1 ' ' 30 Minimum' !, 

• SIDE ELEVATION 



I Concrete 



Fig. 183. B. & O. R. R. 20' by 30' Freight Shed. 



C. p. R. FREIGHT SHEDS. 



373 



C. P. R. standard freight sheds, Figs. 184, 185 and 186 are of 
flat roof construction with concrete or wood foundation. The 
shed posts are 8'' X 10" at 16-ft. centers, resting on wood or 
concrete sills; the main roof beams are 8" X 14'' at 16-ft. 
centers running longitudinally, supported on 8'' X 10'' corbels, 
and braced with 6" X 9" struts. The roof timbers are 3" X 12" 
at 2 ft. centers and it will be noted that they cantilever 7 ft. 
6 in. over the first row of posts and that the front doors and 
fanlights are hung from them. The doors slide in two separate 
trolley tracks so that one door slides past the other; by this 
arrangement no platform is necessary alongside the track as the 
front posts are far enough back to provide ample trucking 
room and one-half of the entire shed can be opened up at one 
time if desired. 

The roof timbers are covered with IJ-in. T. & G. boards over 
which is nailed a layer of felt paper well lapped; a finished roof 
of ordinary tar and gravel is then placed on top. 

The floor may be 3" X 12" wood joists at 18-in. centers 
covered with rough boards and finished with hardwood on top, 
the joists resting on wood sills, or the portion between walls 
may be filled and the floor laid on ordinary flatted timbers, or a 
concrete floor 4-in. thick finished with mastic or other compo- 
sition may be used. 

! The cost of this type of freight shed, per square foot of area, 
for the three different kinds of floor specified for sheds with 
continuous doors, and sheds with platform in front and one 
door to each bay, is about as follows: 



Freight sheds with continuous sliding doors. 


Different widths of sheds. 


30 ft. 


40 ft. 


50 ft. 


Shed with wood floor on joists 


Fig. 186. 

$1.60 
1.70 
1.90 


Fig. 184. 

$1.45 
1.55 
1.75 


Fig. 185. 
$1.35 


Shed with wood floor on fill 


1.45 


Shed with concrete floor on fill 


1.65 






Freight sheds with platforms in front. 








Shed with wood floor on joists 


$1.50 
1.60 
1.80 


$1.35 
1.45 
1.65 


$1.25 


Shed with wood floor on fill 


1.35 


Shed with concrete floor on fill 


1.55 







374 



40 AND 50 FT. SHEDS. 



i\f 



^ '^ 'f 2*1 s'Cross Brldelog 



Flashing ' 




« » ^ Ci-Z 

ruooiDg Strip o 
54 Anchor Bolt 24"lg' 

• JiBoH2r;igi; 

-Si, 




kV. P. , m ,'Ll H , m , Piers at Doors only- 



12 Concrete Wall 



'2^1 2V ; 
J,^L4Vhi, 



JV) 12 natlcned 
■ C, a t-<>Q>l Tor 
ii 2-U"'> Bo 



diKiii: 



Tiir i Gravel Roof 



t' '1 ilili 




Drop Siding 



I'J "Concrete 



SECTION "A" 
Wood Floor oiLjoiBts 




ESflTF'lP'+F,ff:fl^TI='S 




, ,r-i:r- / . ""iir?^ ' ""I I 

■7 6 — rl 10 ; iji-55 16 6^o 

40 |l) ^;3 — 1^ 

! I rH 

PART PLAN "A" II WainsLottiag 

;!h8''xio'' so '■ish 



JH- 8 'i 14 Fender 
\/ IS'o'jong 





i i ' ! i ' • i : 

J I 1 I 1 L J L ! L 

TRACK ELEVATION "A" 



Fig. 184. C. P. R. 40-ft. Freight Shed without Platform. 



2r S*! 8* 

/ X 3 s 14'x 29 ® 2 0" Cm. 



■Tal A Gravel Roof 
IJ^-T. i G. Planks 



FlasUng wUb BrJp 




SECTION A, 
WOOD FLOOR ON JOISTS 



Fig. 185. C. P. R. 50-ft. Freight Shed without Platform. 



30-FT. SHED. 



375 



2-2 X 



>p.?^i.i2 ^ T?;*,'^-^„^^ 



No.28 Q,S3 specified 
Flashing with Drip 




!%"d) Drift I I Piers at 
bolt 20 Ig, L( g'o"— •' 



n 1-^ /„rt foundation WOOD FLOOR ON JOISTS UL. 

Cedar Posts ^J [] 2 UjJ^ 2nd quality M'aple ,ni IT 

IS'Ocrs. ,,» „ J „ Tar paper PB " " 

2 Plaak-1><; Fall /(I T, & G.Rough Boardyf 1 x 8 Dowel 





-J 1 1 L J ] ]i J j I L 1 j i { J I 

•--u ir iJ ul ti^ 



it U- i^ 

) 9 ^ Q 

TRACK ELEVATION A 



Note:- Concrete Foundation Walla to 
be 5'o"below grade or such 
extra depth necessary to aeoure 
a good foundation 



2 X 6 Studs at 2 ors. 
1"T. & G. Rough Boards 
Tar Paper 
% Drop Siding 



Fig. 186. C. P. R. 30-ft. Freight Shed with Platform. 



In the foregoing illustration, Fig. 186, are shown three types of 
floors. The first is a wooden floor supported on joists and run 
beams, the second is a wooden floor on a fill, and the third is a 
concrete floor on a fill. The concrete or filled floor should only 
be used when the fill is good and solid; where there is a doubt 
it would be better to use a wooden floor with a maple finish 
on top. 



376 PL-\TFORMS. 

Station and Freight Shed Platforms. 

Platforms, — The principal platforms built on the railway are 
those used at passenger and freight stations. 

The low platform, that is a platform level with top of rail or 
a few inches above top of rail on account of car equipment 
clearance, is in general use; with a higher type such as that 
shown in Fig. 189 for use in third rail territory. At freight 
stations the platforms are invariably high. For stations, com- 
bining freight and passenger service, a combination of high 
and low platforms is built connecting one with the other by 
ramps. 

At low platforms, baggage ramps are usually built at either 
end of the main platform so as to facihtate trucking over the 
tracks, Fig. 188, where there are two or more platforms, or in 
some cases one crossing ramp is made about the center of the 
platform. 

The clearance from gauge side of rail and height of platform 
is usually' governed by the car equipment in use or by orders 
issued by the Railway Boards, etc. A common figure is to 
place the platform 2 ft. 6 in. to 3 ft. in. from gauge Kne, at a 
height of 5 to 12 in. above base of rail. 

The Pennsylvania clearance for passenger platforms is 2 ft. 
6 in. from gauge hne and 6 in. high above top of rail; the X. Y. 
C. & H. R. R. is 2 ft. lOf in. from gauge and 12 in. high above 
base of rail and the C. P. R. 3 ft. from gauge and 5 in. above 
top of rail. 

The length of platforms is dependent upon the average length 
of the regular trains stopping at the station and the amount 
of passenger business transacted. It is usual to keep the plat- 
form 12 to 20 ft. wide opposite the station proper and then to 
converge to 8 or 12 ft. on either side. 

It is considered that ample and conveniently arranged plat- 
forms, especially when covered and provided with benches, will 
allow of a smaller accommodation being provided inside the 
passenger station; especially would this be the case for suburban 
service or pleasure resorts where large crowds are handled. 



STATION PLATFORMS. 



377 




Screenings 



4 Farm tEe drain® 



SECTION 

Fig. 187. N. Y. C. & H. R. R. R. Concrete Station Platform. 




-43:0^ 



J /S^PIank 



Fig. 188. C. P. R. Station Platform. 



378 COST OF PK.\TFORMS. 

Passenger Platforms. — The use of timber for station platforms 
has been largely superseded by permanent material such as brick, 
concrete, asphalt, cinders -vs-ith a coating of hmestone screening, 
tar, macadam and other compositions. 

Where brick or other surface coatings are used, it is generally 
necessary to build a concrete base and concrete or stone curbs 
at the edges. pro\'iding in all cases good drainage if the best 
results are desired. 

The cost of the different platforms will vary according to 
local conditions, etc.; the average prices for estimating pur- 
poses under normal conditions are as follows : 

Cost of station platforms. 

Per Sq; Ft- 

Wooden platforms on sills 18p to 25f5 

Brick (vitrified) laid flat on IS-inch cinder bed and 1-in. 

sand 2o«^ to 30<i 

Brick (vitrified) 4-in. concrete base and cinder fill 3oc to 45(5 

Concrete laid on cinder fill 2oc to 35c 

Cinder fill 2-in. top limestone screenings 18c to 2op 

The above figures do not include stone or concrete curb. A 5" X 24" 
sandstone or concrete curb costs from oOp to $1.25 per lineal foot in place. 

The brick platform is said to have a better footing than the 
concrete type especially in cold chmates subject to snow and 
frost. With permanent material water drains off ver^' readily, 
usually towards the track, for which there should be provided 
tile or other pipe at the bottom of the curbing to take care of 
drainage. 

The concrete platforms. Fig. 187, X. Y. C. & H. R. R. R., 
which are a fair average for this class of work, are constructed as 
follows: 

Platform is di\dded into blocks of not more than -iO sq. ft. 
area. 

Curbs are constructed adjacent to tracks and driveways only. 

If more than one passenger track is used, a 12-ft. in. plat- 
form opposite and outside of additional passenger track or tracks 
is provided. 

The platform work is kept covered and moistened for one 
week after completion. A system of metal reinforcement is 
used in the construction of the platform and curbs. 

In wet ground or where the volume of drainage is large a 
4-in. farm tile drain as indicated on the section is used under 
the curbs. 



Top of High Passenger Platform -v [ 




/'At Intersection of Plane of 
_L X- Top of Eails and Face of Platform 

^TopofRail 



SECTION THROUGH PASSENGER PLATFORM (WOOD) 

Plate OxS*" 




PAVED PASSENGER PLATFORM 



At Unimportant S'tations Old Timbers should be used instead of 
Stone Cm-bing and Platforms should be made of Stone Screenings, 
Cinders or other Suitable Material. 













PAVED BAGGAGE PLATFORM 



-Width as Eeauired ■ 



-^<- 



-2-6- 



-Vitrifled Paving Brick to be Laid Flat . 
-2 "of Sand- 



:]t=x 



^ 



n 



TIL 



*>'S^3 



i?^^^5^^2^g^lates Anchored with Masonrff gg^g^^^S^^^^^^^ 
|nd Rods Covered with Screenings'<S<?!9j^;-.ft_^ 



^^M^^^^'^i^^ 18"Cinders well Rammed ^T^e^^\J§^^l^''hon^M ' 




^^^'^<aiSSi=-YI§ 



•jfVfScreenings ; 



•'Screenings' 
SECTION THROUGH PAVED PASSENGER PLATFORM 
-"Width as Keq.uired- 




^smSS^m^^^^^ ' Plate 6'x 8' , 



?^^^^RoLl-4 Lon^^>^ 






SECTION THROUGH PAVED BAGGAGE PLATFORM 

Fig. 189. P. R. R. Station Platforms. 



Screenings^/;'! 



(379) 



380 LOW PASSENGER PLATFORMS. 

Platforms are usually constructed 200 ft. long. 



TABLE OF CONCRETE PROPORTIONS. 



Class. 


Cement. 


Sand. 


Stone. 


" B" 


1 part 
1 part 


3 parts 
1| parts 


6 parts 



Finish 



1 Tliird Rail 

1 Erotection 

^8^^ Board 




Fig. 190. Height and Distance from Rail for Low Passenger Platforms for 

Electrified Track. 



FREIGHT PLATFORMS. 381 

Freight Platforms. — At points where the freight sh«d is at 
one end of the station building, either as an extension or a sepa- 
rate building on the main line, it is impossible to unload car-load 
freight or heavy machinery. On this account it is sometimes 
necessary to erect unloading platforms on the siding delivery 
track, where machinery or car-load freight can be handled. 

The platforms vary in width from 8 to 24 ft. or more, and 
should not be less than a car length, or about 30 ft., with a 
ramp at one end. Fig. 191. 

Approximate cost. — The cost of such platforms varies from 
25 cents to 50 cents per square foot erected complete. 
Paving Freight Shed Teamways. 

Approximate cost. — Paving, including filling excavation and 
gutters per square yard, $2.25 to $3.25. Concrete curbing 1 ft. 
wide by 1 ft. 6 in. deep, per lineal foot in place, 60 cents to $1. 
12-inch vitrified tile drain pipe in place, per lineal foot, 75 cents 
to $1. 

Grading. — Roadway excavated or filled or both to insure a 
good foundation and to conform with subgrade. 

Excavate for the curbing to such depths as may be required to 
properly set the same and insert a bed of broken stone 3 or 4 in. 
thick before concreting. Fill to subgrade with good gravel, 
thoroughly pounded, or rolled, and water if necessary before 
rolling, all soft material to be removed before filling, surplus 
material to be deposited as directed or removed. 

Paving. — Over the prepared subgrade, lay a bed of clean 
sharp sand, not less than 1| in. or more than 3 in. thick, well 
watered and rolled to a hard surface, to established levels. 

Blocks to be 4J'' X 5^'' X 10'' to 15 in. long or thereabout, 
free from cracks or defects, laid in straight lines and in close con- 
tact at sides and ends, to break joints at least 3 in., each row 
tightened from end to end before closure is inserted; the whole 
when laid to be well rammed and rolled and brought to a true 
cross-section, and the joints filled with sand. 

Drainage. — 12-in. tile pipe connecting with manhole, laid to 
established grades with cement joints. 



382 



FREIGHT PLATFORMS. 



[ < fi'o' 



Fir Freight Platforms 
on tsiain Running Trz^cka 



' 1 ;/ 

k 3la!i- 



insf 



For, Freight and Transfer 
To p of Platforms Pla tforms on Sidings 




^^Plane of Top of two Rails 




mw 




(llin 



II 



'iaifor 



*1'^ ^ /Edge of High Passenger Platform 



iFreig it 



ELEVATION 

Fig. 191. P. R. R. standard Section through Freight and Transfer 

Platform. 



LOADING PLATFORMS. 383 

Loading Platforms. — Two types of grain loading platforms, 
as used by the C. P. R. at points where grain is shipped, are 
shown, Fig. 192. It will be noted there is a 1 in 10 ascending 
grade and 1 in 6 descending. 

The filled platform with a retaining wall parallel with the 
track, made of ties, is the cheaper one if the filling can be ob- 
tained at a reasonable rate. Figuring this at 50 cents, the cost 
per square foot would be about 15 cents. 

The approximate cost of filled platform as shown would be 
as follows: 

180 track ties, 8 ft. long @ 75^ $135.00 

260 lb. iron in track ties @, bi 15 . 00 

400 cu. yd. fill @ 50^ 200.00 

Miscellaneous 35 . 00 

Total $385.00 

The trestle type of platform is more expensive, and where 
traction engines are used for hauling the ?>" X 10" joists at 1 ft. 
9 in. centers should be increased to at least A" X 10'' at 15 in. 
centers. The cost of this type of platform varies from 50 to 
60 cents per square foot. 

The approximate cost of timber platform, as shown, would be 
as follows : 

Timber, 19,000 F. B. M. @ $40.00 $760.00 

Iron in timber, 1900 lb. @ 5^ 95.00 

Filling, 50 cu. yd, @ 75^ 37.00 

Miscellaneous . ., 88 . 00 

Total $980.00 

Comparing the two estimates given above, the filled platform 
is much cheaper, and in place of the wooden walls a similar method 
of cribbing with concrete ties, when conditions are favorable, would 
make this form of construction much more permanent than the 
wooden trestle. 



384 



LO.IDING PLATFORMS. 



«'i '.o'k^r"!. 



-..ia 



3 X M Joiata it I 9 en. 



yoat-Goed second hand btidg* 
tuabeR if anHkble insj 




i; llOi :: i »i i crs. - -„--,-■- 

-',■•,'-■. TRAC<< ELEVATION y'"^.* -"',?.■--«..,-. ^ 

» 1 » ■ « 1 1 ^ r 1 




_, ,^ .'.,•,_ y occur;, o 1 10 ijrfc. tc _ 
ptAN 8UJS. . -.-rotecte-lbj V3t5 



Jt-*.«te. H X JOB 



Drift bolcg 3 X 

3 i^lQ*Brafflai 

8*1 10 Posts --j' 

l^*! 12'i 2-;%5, 

y^te;.Wli£a b«nts are i-^r 
-t^'hi^ ose kxenl 




SECTION A-A 



I DETAIL OF PLANKING 

ON SLOPES 



SKETCH OF BLOCKINQ 
ETAJL AT A U^OER P06TS 




TRACK ELEVATION 




Fining 




, Slop* 1 



asJil — . ■ >;< g 'o*' > i § 






-3 i=. 



S«tK>Oe gw<l ».aa.l vil ac ooIUieB. 



^ An ties to Tie dnft toTled tt ea& 
eadvitii M jSlnUa 12*1^ 



SECTION B-B 



Fig. 192. C. P. R. Grain Loading Platforms. 



i 



PLATFORM SCALES. 



385 



Portable Scales. — At small stations, usually portable scales 
of about 2000 lb. capacity are used unless there is considerable 
weighing of individual baggage when a stationary scale may 
be necessary. (Fig. 192a.) 



PORTABLE PLATFORM SCALE WITH DROP LEVER 
CAPACITY 2000 LBS. 




Fig. 192a. Portable Platform Scale with Drop Lever. 

Electric Motor Trucks. — The electric motor baggage truck 
floor is about 30 in. high and is 9 to 12 ft. long, and about 44 in. 
wide. A modification of the baggage truck has a floor only 9 in. 
high for use in depressed track stations. 

Warehouse trucks have a depressed portion at one end to 
facilitate loading and delivery of the load into the end of a 
freight car. Height 10 in., width about 40 in. and length over all 
about 9 ft. 

With the object of avoiding entirely the necessity for turning 
around, the trucks are usually constructed with double end con- 
trol, which permits of operation with equal facility in either 
direction. 

Space required to turn is reduced by steering four wheels in- 
stead of two and operation is made identical in either direction 
and eliminates the practice of running two-wheel steering trucks 
backward. 

Sufficient traction for all ordinary work is available with 



386 STATION AND FREIGHT SCALES. 

two-wheel driving and therefore four-wheel driving complica- 
tion is avoided. 

The voltage adopted on the Pennsylvania was 24 volts as the 
minimum. The 24-volt battery has the minimum number of 
cells and connectors and consequently the minimum possibility 
of jar and connector breakage, the minimum cost per unit of 
capacity and weight per unit of capacity. 

It is not customary to weigh express goods on trucks nor 
commercial express excepting when there is a considerable 
quantity. 

Capacity 4000 lb. as a maximum with a 50 per cent overload 
factor that can be handled quickly and safely in congested en- 
closures, in consideration of the absolute necessity of quick 
stopping and position control. 

High speed has been found of little or no value for the reason 
that speed is limited by the amount of congestion, etc., and is 
about 6 to 7 miles per hour with the empty truck and 5 to 6 
miles an hour loaded. 

Station and Freight Scales. — The average distance between 
center of wheels of an ordinary three-wheel baggage truck is 
6 ft. 6 in. to 8 ft. 6 in. and the average width center to center 
of tires 3 ft. The front wheel diameter is 1 ft. 3 in. and the rear 
wheel 1 ft. 11 in. 

The average distance between center of wheels of an ordinary 
express truck is 6 ft. 6 in. and the average width center to center 
of tires 3 ft. The front wheel diameters are 2 ft. 4 in. and the 
rear wheel 2 ft. 6 in. 

To accommodate baggage, express and freight trucks the 
C. P. R. standard 3-ton stationary scale platform is 4' 6" X 9', 
Fig. 193. 

The cost of a 3-ton dial depot scale complete, Fig. 193, varies 
from $350 to $450; an average estimate of work is as follows: 

Excavation, 10 cu. yd. @ 50^ $ 5.00 

Concrete, 1.25 cu. yd. @ $10.00 12.50 

Lumber, 440 F. B. M. @ $50.00 22.00 

2-9 in. I beams, 21 lb., 3 ft. 9 in. long, 157 lb. @H 9 . 42 

Contingencies 5.08 

$ 54.00 

Scale irons and dial case 346 . 00 

Erection 25.00 

Total $425.00 



STATION AND FREIGHT SCALES. 



387 




PLAN 




SKETCH OF DIAL FACE 



6'x8' 




15* 

Fairbanks 

Automatic 

Freight Dial 

Back 



DEPOT SCALE 
CAPACITY 3 TONS 



6x8* 




ELEVATION 



Fig. 193. Three-ton Depot Scale. 



388 



WAGON SCALES. 



Wagon Scales. (Fig. 194.) — There are two types of wagon 
scales in general use. One is known as the Trussed Lever Pit 
Pattern and the other as the Suspension Wagon Scale. The 
latter is a little more expensive than the former for the scale 
irons. Their costs are about as follows: ' 

APPROXIMATE COST OF WAGON SCALES. 



Material. 


8'X14', 
10 ton. 


8'X14', 
15 ton. 


8'X22', 
20 ton. 


Scale irons platforms 

Pit with concrete walls and floor. . . 
Timber, frame and floor over scale 
Hardware and miscellaneous 


$175 

130 

50 

45 


$200 

130 

52 

43 


$300 
200 

82 
, 68 


Cost in place 


$400 


$425 


$650 




or such extra depth 
necessary to secure 
a good foundation. 



.2^2X^1-10^^' 



Fig. 194. Ten-ton Wagon Scale. 



FREIGHT YARD CRANES. 



389 



Freight Yard Cranes. — Handling heavy machinery and other 
material from flat cars can best be accomplished with power by 
means of cranes placed straddling one or two tracks and a team 
way in the yard. 

A 40-ton electric freight yard crane for this purpose was 
erected in the west yard of the N. Y., N. H. & H., in Providence, 
R. I., consisting of a 4-motor electric traveling gantry crane 
with a main lift of 40 tons, and a higher speed auxiliary hoist 
of 5 tons capacity. Span center to center of runway rails 55 ft. 
6 in., covering a wide driveway and two tracks, range of crane 
travel about 300 ft. The cost of the crane installed, including 
foundations, was about $14,000, and the expense of operation 
is about $100 monthly. 

Yard Crane Traveling Tower. — An unusual yard crane has 
recently been put into service by the Cleveland Railway Co. in 
its new Harvard St. yard, to handle sand, coal, broken stone, 
etc., from and to storage piles, as described in Eng. News, June 
15, 1916. It is a tower crane traveling on a straight track and 
equipped with a long cantilever jib carrying a traversing hoist 
from which a grab bucket is suspended. 

Fig. 194a shows the structure of the crane quite clearly and 




-20'0'-i-^ 



Fig. 194a. Traveling Cantilever Yard Craije, Cleveland Railways Co. 



390 FREIGHT YARD CRANES. 

gives also the principal dimensions. The tower is carried by 
two 30-in. rolled-steel double-flanged wheels at each corner. 
The axle of one wheel of each pair is extended to take a bevel 
gear driven through shaft and gear connections by a motor just 
above the portal. The gear shaft nearest the motor carries a 
brake wheel, with brake shoes pressed against the wheel by 
springs and released by compressed air when the crane is to be 
moved. 

The top of the tower carries a circular girder 18 ft. in diam- 
eter, on which are a rail and a rack circle. The cantilever is 
supported at four points on the rail by two 24-in. rolled steel 
wheels. It is rotated by a pinion on a vertical shaft extending 
from the rack up to the motor in the machinery house directly 
above. A manually operated brake controls the rotation. The 
trolle}", a steel frame supported by four 16-in. cast-steel wheels, 
is designed for handling a 2j-yd. grab bucket, maximum load 
about 15,000 lb. There are two 20" X 42'' drums on the trolley, 
each driven by a geared motor; one drum handles the closing 
line and the other the two opening lines of the bucket. The 
two opening lines are attached to the bucket by an equalizer 
that holds them 24 in. apart. Equalizers at the ends of the 
trolley frame provide attachment for two pairs of ropes parallel 
to the track, leading to a motor-driven winding drum in the 
machinery house, by which the trolley is moved back and forth 
along the cantilever. 

An operators' cab, placed just under the cantilever track and 
in front of the tower, contains all the controllers. This house 
is an inclosure of asbestos-covered corrugated steel on a steel 
frame. The floor is of wood. The machinery house, on top of 
the jib framework, containing the trolley travel and the rotating 
machiner}' and an air pump, is a corrugated-iron inclosure on a 
steel frame with a steel-plate floor. The crane-travel motor, 
over the portal, is protected by a hinged casing over the motor 
and brake mechanism. Similar casing is provided for the trolley 
hoist motors. 

The general proportioning of the crane is such as to give a 
factor of stability of 2, with maximum load in the bucket. The 
motor equipment includes two 40-hp. motors on the trolle}^, a 
10-hp. motor for the trolley travel, a 40-hp. motor for rotation 



TRACK SCALES. 391 

and a 40-hp. motor for the crane travel, all series wound. The 
hoist motors have disk magnetic brakes and are governed by 
magnetic control with dynamic braking; the other motors are 
handled by drum controllers. 

The speeds of the machine are 160 ft. per min. hoist speed at 
maximum load; trolley travel, 300 ft. per min.; crane travel, 
100 to 125 ft. per min.; rotation, 2 r.p.m. 

Track Scales. — The track scale is not directly a revenue 
producer, but since weight is the basis of freight revenue, it is 
evident that the construction, installation and maintenance of 
scales is of great importance. 

To keep pace with the rapid increase in the weight of cars 
and the paramount need of accurate results, track scales, for 
railway purposes, have received considerable attention and study 
on the part of the railway officials and the manufacturers during 
the past few years. 

It is recognized that there are some essential features which 
must be obtained before the desired results can be achieved in 
scale weighing; some of these are as follows: 

A rigid frame to support the track that will be strong enough 
to carry the load without appreciable deflection. 

The scale irons must be of adequate construction so designed 
that the working unit stresses shall be as low as possible. 

The scales must be so anchored as to prevent undue motion 
on the knife edges. 

The use of bridge rails or extension ends at either end of the 
scale to transmit the load onto the scale gradually, without 
hammer or shock. 

Track scales can be secured up to and including 400-ton 
capacity, but makers prefer when the weighing is over 150 tons 
to make each scale a special study. 

The scales are usually placed between the receiving and sep- 
arating yards, or on one side of the main yard, parallel with and 
next to the switching track convenient to the main line. 

With the introduction of the steel car the use of wooden 
stringers for supporting scale platform has been virtually aban- 
doned, having been replaced very largely by all-metal con- 
struction. 



392 



TRACK SCALES. 



Track Scales, Lake Erie. — The dead rails are supported in- 
dependent of the weighing mechanism on steel, 12-in. 40-lb. 
I-beams framed to cross girders. The main hne rail girders are 
24-in. 80-lb. I-beams, on which rest the cast pedestals that 
support the double rail beam track. 

The main levers are of cast iron with 12-in. load and fulcrum 
pivots and 4J-in. tip pivots. 

The main lever stands are placed directly on concrete founda- 
tion. The pit is large and is entered by a stairAvay from the 
scale office. The weighing beam is graduated by 20 lb. up to 
2000 lb., with 50 lb. poise. Deck is built of steel plates resting 
on the walls of the pit rather than on the scale itself. . 

C. P. R. Track Scale. — Figs. 195 and 196 are known "as the 
extra heavy type 100 and 150-ton capacitj^ steel frame. The 
scale is constructed on a system in which a series of transverse 




I 



Fig. 195. Cross Section, C. P. R. Track Scale. 

or main levers transmit the load to a line of longitudinal exten- 
sion levers, which in turn transmit to the 5th lever and thence 
to the weighing beam. The main lever stands are set directly 
on the concrete foundation; the scale is equipped with steel 
transverse girders to support the dead rail so that the traffic 
over them in no way affects the weighing mechanism. The 
scale may be built level or on a 0.75 per cent grade if motion 
weighing is desired. 

The foundations are of concrete and the main girders of steel; 
the main levers are of cast steel and the pivots and bearings of 



TRACK SCALES. 



393 




?^Fll'^^v/v^vv;/>V^oj^W:;|:^^^ 



;.\0.v;-(5;V::--. 



•^N 

oo oo oo o 



<!'oc 



o_o o o o o o 



% 



<n^ 







l o 



■^lE 



< -!K8I-> 



;^)v:■p^•\o^yJy.J:6■l-:-.'I•■^o!■".■; 
•■. ■■■0. •lv.r.:r...|-.o.. ',■;•„'.• 




03 
CO 

o 

H 



o 

• 1-1 

0) 

d 
•I— I 

+=> 

■ r— ♦ 

a 
o 



CO 






394 COST OF TRACK SCALE. 

special alloy steel and the weighing beam close grained cast 
iron. The deck is constructed of two thicknesses of If-in. 
yellow pine T. & G. planking, with a thickness of tar paper 
between layers. 

The cost of the 100-ton track scale with 42-ft. platform is 
estimated at S37o0 and the 150-ton track scale with 50-ft. plat- 
form at 88500. The various items from which the totals are 
arrived at are given below. 

The following is an itemized estimate of the C. P. R. standard 
100-ton track scale, extra heavy steel frame with 62-ft. pit and 
approach walls and 42-ft. weighing platform, no dead rail: 

Excavation and backfill, 210 cu. yd. @ 75 j^ $ loT.oO 

Concrete foundation 888 . 00 

Cinder filling 5 . 00 

Cement floor 35 . 00 

Lumber 105 . 00 

One set 100-ton scale irons 1100 . 00 

Steel frame for scale irons (10,250 lb.) @ H 615 . 00 

Labor erecting scales 200 . 00 

Drainage 100 . 00 

Painting 10.00 

Freight, say 100 . 00 

General hardware 5 . 00 

Rail and fastening for 66 ft. of 85-lb. track 75.00 

$3395 . 50 

Supervision and contingencies 354.50 

Total S3750. 50 

The 150-ton track scale is of very much heavier construction 
and has a pit 56 ft. by lOf ft. and a weighing platform of 50 ft. 
The following is an itemized estimate: 

Excavation and backfill, 300 cu. yd. @ 75f^ S 225 . 00 

Concrete, 134 cu. yd. @ SIO.OO 1340.00 

Cinder filling 7.00 

Cement floor 50.00 

Lumber, 5000 F. B. M. @ S50 per M 250.00 

Set 150-ton scale irons 2100 . 00 

Steel frame for scale irons, 47,462 lb. @ 6p 2848.00 

Labor erecting scales 250 . 00 

Drainage 100.00 

Freight 100.00 

Rails, fastenings and switches 400 00 

Painting 10.00 

General hardware 100.00 

S7780.00 

Supervision and contingencies 720 00 

Total S8500.00 



SCALE HOUSES. 



395 



Scale Houses. — Scale houses are usually constructed at track 
scales for proper housing and protection of scale beam and pro- 
tection of weigh master, and where scale houses are not pro- 
vided it is usual to box in the scale beam. 

A C. P. R. shelter or scale house is shown, Fig. 197, constructed 
as follows : 



Tar and Gravel Roof 
%"Roof Boards 







=== 


==- 





8"x i 






^00 














END ELEVATION 



SECTION ON LINE A-B 




PLAN 
Fig. 197. Scale Shelter 



396 ICE HOUSES. 

The house itself rests partly on the pit walls so that there is 
little or no foundation to be provided. The ground sills are of 
6-in. flattened cedar, and the studs 2" x M'\ the joists are also 
2" X M' including the rafters. The floor is built of |-in. T. & 
G. rough boards with J-in. dressed narrow flooring on top and 
a layer of building paper between. The roof is also double 
boarded and finished on top with tar and gravel or composition 
roofing. The interior is sheathed throughout with | narrow 
boards and the exterior is covered with novelty sheathing or 
siding boards. A small coal bin and chimney are provided. 

The estimated cost of the scale house is as follows: 

Timber, 1300 F. B. M. @ 40izS $ 52.00 

Millwork 28 . 00 

Hardware 3 . 00 

Roofing and eaves 42 . 00 

Painting, etc 25 . 00 

Total $150.00 

Ice Houses. 

Ice houses are generally framed structures built by the rail- 
way company to store ice at divisional, terminal, and other 
points convenient for storage and supply. The houses are 
stocked in winter, and the ice used for drinking purposes, etc., in 
office, car, freight, and general service. 

For office and car service the ice is washed and broken up in 
the ice house, and trucked to the cars, etc. For refrigerator 
freight service a siding is generally placed close to the ice house, 
with an elevated platform running alongside, from which the ice 
is handled from house to car by trucks. 

Ice-handling machinery for storing and handling blocks of ice 
either into or out of storage consists, if the quantity is small, 
of adjustable tackle hung from beams projecting over the doors, 
the doors being arranged in tiers to facilitate the handling of 
ice at different levels; when large quantities are handled, ele- 
vating and lowering machines on the endless chain, pneumatic, 
or brake principle are used which automatically dump the blocks 
at any level desired. 

In estimating the capacity of ice houses, the height of storage 
is usually reckoned to the eaves, and a ton of ice will occupy 
from 40 to 45 cu. ft. of space. 



COST OF ICE HOUSES. 397 

Construction. — To avoid shrinkage as much as possible, stone 
or concrete foundations should be used for the outer walls; 
ordinary wood sill foundation is not sufficient to prevent heat 
penetrating through the outside ground to the floor in summer. 

The outer walls and roof should be insulated with at least three 
coverings of board and two air spaces, and a vent should extend 
the full length of roof. 

The house should be divided up into a nurnber of compart- 
ments, the cross partitions serving to tie in the main walls in- 
stead of iron rods; it also serves to lessen the exposure of ice to 
warm air when ice is going out; it divides the house into so 
many units, and one unit only is exposed when handling. 

The floor should slope slightly both ways to the center of the 
house and be well drained, the drain having a water seal and 
vent when possible. 

Cutting, Storing, and Handling. — No doubt the method of 
cutting, storing, and handling the ice has a great deal to do with 
obtaining results. Outer doors should be used only when filling 
the house, and inner doors for removing; working always to 
one main outlet rather than to a series of outlets. All ice should 
have snow caps planed off before storing, and the blocks cut to 
a size easily handled; 100 lb. or thereabout, 10 to 14 in. thick, is 
recommended. 

When storing, a space should be left all around each block, so 
that it may not be necessary to hack and break the ice too much 
when removing. For quick and easy handling ice machines 
should be used rather than slides or block tackle, to avoid waste 
and to deliver the ice in good condition. 

Cost. — Ordinary frame structures, cedar sill foundation, insu- 
lated walls, two air spaces and three boards, insulated partitions 
and roof with louver ventilators, and 1-in. rough hemlock board 
floor, on a cinder bed as per Fig. 198, will cost approximately $3 
to $4.50 per ton capacity, or 7 to 10 cents per cubic foot. 




Cinders 

SECTION 




ELEVATION 




(398) 



PLAN 

Fig. 198. 



SMALL ICE HOUSES. 



399 



APPROXIMATE COST OF VARIOUS SIZES OF ICE HOUSES. 



250-ton ice house 24 feet wide by 36 feet long by 18 feet 

high to eaves 

500-ton ice house 24 feet wide by 72 feet long by 18 feet 

high to eaves 

1000-ton ice house 30 feet wide by 84 feet long by 20 feet 

high to eaves 

2000-ton ice house 30 feet wide by 168 feet long by 20 

feet high to eaves 

3000-ton ice house 30 feet wide by 252 feet long by 20 

feet high to eaves 



Masonry 
founda- 
tions. 




APPROXIMATE ESTIMATE FOR A 250-TON ICE HOUSE. (Fig. 198.) 



Quantities. 


Mate- 
rial. 


Labor. 


Total 
unit. 


Cost. 


20,000 ft. B. M. lumber, per thousand 

Doors 


S18.00 
25.00 
25.00 
34.00 


$17.00 
10.00 
15.00 
40.00 


$35.00 


$700.00 
35.00 


Hardware 

Paint 


40.00 
74.00 


Cinders and drain 


18.00 


Supervision and contingencies 






$867.00 
83.00 


If masonry foundation, add 


$950.00 
350.00 


Total 


$1300 . 00 







Small Ice Houses on the N. Y. C. & H. R. R. — The ice houses 
at North Rose and Model City represent houses of smaller 
capacity than have been built recently. The size of rooms is 
48' X 28' X 24' high with a capacity of 735 tons. Some of the 
houses are 33' X 32' X 24' high with a capacity of 500 tons. 

The foundations are posts, or they may be old bridge ties, but 
concrete is sometimes used and is preferable. The floors are 
of 2-in. hemlock plank on 18 in. of cinders. Plank should be 
spiked to the cedar sleepers for which old bridge stringers or 
old car sills may be used. 

Beginning at the outside, the walls consist of siding, sheathing 
paper, a 2-in. air space, sheathing paper, 1-in. hemlock, an 8-in. 
air space, 1-in. hemlock, sheathing paper, a 2-in. air space. 



400 SMALL ICE HOUSES. 

sheathing paper and 1-in. hemlock. In some cases the larger 
air space is empty, and in others it is filled with shavings. The 
outside 2-in. air space is ventilated. The partitions consist of 
studding sheathed with 1-in. hemlock, leaving a 10-in. space 
which is filled with shavings or sawdust if desired. The ceiling 
is built with rafters ceiled on the under side, or ceihng joists 
ceiled on top. In some cases the latter is covered with 14 in. 
of shavings or sawdust, and in other cases not. In the Pennsyl- 
vania division houses no ceiling was placed, but the roof was 
insulated by one-ply tar paper and ceiling on the under side of 
the rafters, while the space to the top of rafters was filled with 
shavings and then tongue-and-groove roof sheeting,, finished 
with some type of prepared felt roofing. The space under the 
roof in all houses is well ventilated, in the cheaper houses by 
louvers in each end, and in the better houses by 6' X 8' venti- 
lators along the roof, and by doors or louvers in each end of the 
house. 

On the latest houses the platforms are 6 ft. wide, and are 
supported by brackets on the side of the house. On the Penn- 
sylvania division houses the platforms are 4 ft. 8 in. wide, and 
are supported by piers. No conveyors are used on the smaller 
houses. Elevators operated by steam or electricity are used. 
The gig used on the St. Lawrence division will handle four 
cakes per minute; most of the installations will handle about 
two cakes per minute. Natural ice exclusively is handled and 
stored. The standard size of cakes is 22'' X 32'' X 10 to 24" 
thick. No standard is adopted, but ice is stored flat in most 
houses and as compact as possible. A cavity of 6 or 8 in. is 
left between the ice and the wall, while the space between the 
ice and the ceiling is 2 to 3 ft. A heavy covering of sawdust is 
placed on top of the ice, and sometimes between the ice and the 
wall. Swamp hay is preferable to sawdust. Nothing of any 
kind is used between layers. 

No standard method is adopted in removing the ice. In 
some cases it is lowered in all rooms uniformly, and in others 
one room is emptied before working another. 

In some cases seepage is found to be entirely sufficient to pro- 
vide drainage. In others blind drains or tile drains are provided, 
but they are arranged so that air currents cannot enter the house. 



ICE STORAGE HOUSES. 401 

In some cases the floor is placed a little higher than the adjacent 
ground. The sub-grade of the floor should be sloped J in. in 
1 ft. to carry the water to the center. 

The shrinkage is estimated at about 10 to 12 per cent. At 
some houses where cars are iced daily with ice brought to the 
platforms some time in advance, the loss may reach as high as 
40 per cent. 

Cost. — Two houses, built for North Rose and Model City, 
cost as follows: 

2200 tons capacity; total cost $5538, or $2.51 per ton. 

2200 tons capacity; total cost, $4730, or $2.14 per ton. 

The following data apply to two houses built on the St. Law- 
rence division in 1912 and 1913: 

1500 tons capacity; total cost, $5742, or $3.83 per ton. 

1500 tons capacity; total cost, $5092, or $3.39 per ton. 

Ice Storage Houses on the N. Y. C. & H. R. R. — The three 
best equipped houses are fairly uniform in construction but vary 
in size. These houses are 60 ft. wide, and 120 to 240 ft. long. 
They are located so that additional rooms can be added in the 
future. The inside dimensions of the bays are 38' 9'' X 57' 6" 
X 36' high with a capacity of 1700 tons each. 

The foundation and partition walls are of concrete. The 
foundations under the floors consist of 12 in. of cinders, well 
tamped. 

The floors are of 2-in. plank spiked to sleepers for which old 
8' X 10' bridge ties, old car sills or other timbers may be used. 
There has never been any insulation other than the foundation 
of cinders, and it is not thought essential if proper foundation 
walls are used. 

Beginning at the outside the walls and partitions consist of: 
siding, sheathing paper, 2-in. live air space, sheathing paper, 
1-in. hemlock, 10-in. air space, 1-in. hemlock, sheathing paper, 
2-in. air space, sheathing paper and 1-in. hemlock. The stand- 
ard construction up to 1913 called for sawdust or shavings to 
be used in the exterior walls of houses, but during the last two 
or three years nothing has been used between studding in the 
10-in. space. The 2-in outside air space has an opening back of 
the water table which extends the entire height to about 8 ft. 
up to the rafters and opens into the attic. Interior oartitions 



402 ICE STORAGE HOUSES. 

are of 1-in. sheathing on each side of the studding giving a 10-in. 
air space. Xo paper is used. 

The ceiUng is entirely floored over, and 18 to 24 in. of shavings 
are placed on the top. Experience seems to question the advis- 
ability of this plan for several reasons: (1) Floor joists and 
flooring rot out in about six years, and renewals are very ex- 
pensive: (2) much space is lost because workmen cannot pack 
ice within 3 ft. of the ceiling, thus necessitating a house 3 ft. 
higher than would otherwise be the case for a given tonnage: 
and (3) ice would really keep better if the ceiling were omitted 
and the roof insulated instead, and the ice covered with 12 in. 
of swamp hay. Under this plan it is beheved the shrinkage 
would be much less. 

The attic and roof are well aired by large ventilators set on 
the ridge of the roof, and by a door at each end of the house. 
The gable roof is ceiled on the under side of the rafters to a point 
where the distance from the attic floor to the roof is 2 ft. In 
case the ceiling of the house is omitted the under side of the 
rafters should be entirely ceiled and the space filled with shavings. 
A ventilator should be placed over each bay. 

The doors are 9 in. thick with, a clear width of 3 ft. 6 in.; they 
contain one air space and one space filled with sha\dngs. 

A platform is suspended against one or both sides of the house 
carrying an endless chain conveyor, which is lowered or raised 
according to the height of the ice in the rooms being worked. 
A long platform 14 ft. 6 in. above the base of rail is provided 
for icing cars, and the short platform below is for filling the 
house. 

The '' Gifford-Wood " conveyors are used, the motive power 
being electricity. The conveyor on a suspended gallery is re- 
versible to fill or empt}' the house. Where the conveyor of the 
suspended galler}' joins the icing platform, men are stationed 
to push the cakes to conveyors running each way along the 
platform along that point. From 5 cakes per minute for the 
oldest house of this type to 12 cakes for the newest can be 
handled. From 25 to 30 cars per day can be stowed with a 
force of 45 men. The ice averages 25 to 28 tons per car. All 
ice comes by railroad and is packed as closely as possible. The 
standard size of cakes is 22" X 32" X 12 to 24'' thick. A 



COST — ICE STORAGE HOUSES. 403 

thickness of 12 in. is preferred, as handling 24-in. ice costs more 
in the end. The ice comes out better and with less breakage 
when stored on edge, but it can be more easily and quickly 
packed when laid flat. The practice in this respect is not 
uniform. The cakes are placed in contact as solidly as possible. 
No space between the ice and the wall is necessary with houses 
of this design. 

The space between the ice and the ceiling is 3 to 4 ft. because 
it is impossible to work in less space. The ceiling may well be 
omitted to avoid this. No insulation for the ice is provided. 
No wood is used between layers for natural ice, but this is 
necessary for artificial ice to prevent freezing together. 

No sawdust is placed between layers. At railroad houses 
ice is not well cleaned when removed, and the sawdust makes a 
bad mess. In refrigerator cars it causes trouble by clogging 
the drip pipes. Cork is too expensive, in addition to its being 
a nuisance like sawdust. If the construction of the house re- 
quires a covering, swamp hay is the best material as it can be 
used several times. The top layer of ice is always covered, and 
it is not as dirty as sawdust and shavings. There is no differ- 
ence in methods of handling for a short busy season and a long 
slow one for conditions which vary from a few cars per day in 
the spring and summer to 200 cars per day in the fruit season. 

The sub-grade and floor of each room are sloped J in. per foot 
to the center. A 6-in. tile drain is provided for each room 
extending from the catch basin at the bottom of the cinders. 
In a good percolating soil, however, a drain is not necessary. 
There must be a trap in the drain to prevent the entrance of air. 

For houses kept closed the shrinkage will average 15 per cent; 
with doors open more or less of the time this will amount to 
25 per cent; doors open most of the time will result in a loss 
of 50 per cent or more. With doors carefully supervised and 
good swamp hay covering, shrinkage should not exceed 10 or 
15 per cent. Ice is drawn before or after arrival of trains de- 
pending on operating conditions. In busy times conveyors are 
constantly at work. 

Cost. — The cost of the 69' X 240' house, with six rows and 
a capacity of 10,000 tons, including platforms and machinery 
(but not tracks) at Rochester, built in 1913, was $60,000 or $6 



404 CONCRETE ICE HOUSE. 

per ton. The house at Oswego, built in 1913, 60' X 120' with 
three rooms and a capacity of 5000 tons, cost S25,177 or $5.05 
per ton. The former has very long platforms, with a total 
length of 1800 ft. extending beyond the end of the house on 
each side. The latter house has shorter platforms, with a total 
length of 1500 ft. on one side only, thus having onh^ half the 
outfit of motor and hoisting machinery, and a Uttle more than 
one-fourth of the conveyor chain. 

Concrete Ice House on the Northern Pacific. — The North- 
ern Pacific ice house at Pasco is 483 ft. long, 94 ft. 6 in. wide 
and 41 ft. 10 in. high to the roof and has a storage capacity of 
30,000 tons. (Fig. 199.) 

It is divided into 12 bays by insulated walls. The main 
walls and partitions consist of two 4-in. concrete reinforced 
walls cast with a 10-in. space between them, which is filled 
with fine regranulated cork for insulation. 

The floor is made of 4-in. reinforced concrete laid on 16 in. of 
cinders well tamped for insulation and drained. The floor is 
sloped from all four sides to the center of each bay to provide 
drainage and give the ice a tendency to tip away from the walls. 
On the inside of all walls, 2" X 4" timbers, 2 ft. 6-in. centers, 
are bolted vertically and 1" X ^" beveled boards nailed horizon- 
talh^ to keep ice and drippings away from walls. 

The ceiling is of the beam and slab type,' reinforced concrete 
4-in. thick. On top of ceiKng slab 2" X 6" timbers are placed 
3-ft. centers and the space between is filled with fine regranu- 
lated cork giving 6-in. of insulation, f-in. boards are nailed to 
the 2" X 6" and covered with two layers of oil paper, on top 
of which is placed \\ in. cement mortar reinforced with wdre 
netting. 

The roof is of reinforced concrete supported on Warren roof 
trusses and covered with tar and gravel. 

The cupolas built along the center of the building are pro- 
vided for ice chutes and elevator machinery. The frame is of 
steel and the walls of hard burned tile in cement mortar, except- 
ing the parts carrying the elevator machinery which is of hard 
burned brick. The roof is of reinforced concrete similar to the 
main roof. 

Each bay is provided with an elevator, 2000 lb. capacity, 



CONCRETE ICE HOUSE. 



405 




o 
O 
to 

i=l 
•p— I 

o 

m 



o 



o 
o 

u 

O 

bX) 
IS 
O 
u 

H 

o 

•i-H 

o 

CD 



05 



bX) 



« — f ;i — >^ 



jjaoQ pa^'Binn'BxSa^^ 



406 COST OF ICE HOUSES. 

operated by an electric hoist and is constructed of steel and de- 
signed to unload ice automatically into the chute at the top of 
the building. One door is provided for each bay for filling 
purposes; each division wall has a door 3 ft. wide by 20 ft. high 
located about the center. The outside doors are double and 
are made of four thicknesses of J-in. boards — two on the in- 
side and two on the outside,, with 2§ in. air space between. 
Two layers of waterproof paper are laid between the boards. 
The doors are hung on heavy strap iron combination hasps and 
hinges, and all edges covered with rubber canvas xV ii^- thick on 
a cushion of hair. The outside of the doors is covered with 
galvanized steel. 

Estimating 10 cents a cubic foot as the cost of a house of 
this character and size, the price would be in the neighborhood 
of $193,000 or about $6.50 per ton of ice storage capacity. 

Cost of Ice Storage Houses and Ice Manufacturing Plants 

for Railway Purposes. 

It is a foregone conclusion that any house built for the storage 
of ice cannot be so constructed that some shrinkage will not 
take place in the ice stored. 

How much the shrinkage will be depends upon the class of 
house built, how it is designed and insulated and also to a very 
large degree with what care it is looked- after and operated 
when in use. 

On the assumption that the greater the cost the more efficient 
will be the house, the amount to spend for a storage house will 
depend primarily upon the price at which ice can be purchased 
and also, to some extent, on the total amount consumed. 

In southern countries, where the cost of ice is high, it will 
pay to put up an expensive house to conserve the ice; whereas 
in northern latitudes where ice can be obtained at a low rate, a 
much cheaper house is quite justified. 

On the other hand, there is a point where storage houses 
would not be as economical as an ice manufacturing plant; 
where one leaves off and the other begins is a matter that cannot 
always be solved by figures alone. The economics may not be 
the final figured cost per ton of ice stored or manufactured, 
but rather the local factors, such as ground space, power avail- 



COST OF ICE HOUSES. 



407 



able, labor, teeming, car refrigeration, passenger and public 
service, peculiar to each location, also a possible loss of revenue. 

When working out the economics as to whether it will pay 
to purchase ice during the winter and store same, instead of 
making a contract with some ice company, there are a number 
of items to be considered. 

The first would be the cost and construction of the storage 
house, which may range from $2.50 to $7.50 per ton of ice 
stored, but to make a comparison the following three types of 
ice storage houses will be considered: 

Cost of three types of ice storage houses. 

No. 1. C. P. R, ice house, Fig. 200, sill foundation esti- 
mated shrinkage 40 per cent, will cost per ton stored $3.50 

No. 2. C. P. R. ice house. Fig. 200, "concrete foundation, 

estimated shrinkage 25 per cent, will cost per ton stored . . 5 . 00 

No. 3. N. P. R. ice house. Fig. 199, concrete foundation, 

estimated shrinkage 15 per cent, will cost per ton stored. . 6.50 



Thia Plan supersedes H-1 4-642 

Note:- Ventilators to be opened Rinele 

only when house is empty 



2x4" fShingles 
' Tar Paper 
134"t. & G. Boards 




ALTERNATIVE 
WITH ELEVATED 
PLATFORM IN FROl 
OF DOOR ONLY 

To be used at points 
where "Refrigerator Ca 
are not handled or 
only to a small estent 



8 Flatted Cedar Silla 



Elevated Platform to be 
used only at points where 
Refrigerator Cars are iced 
Where extensive icing is to 
be done use 2000 ton ioe 
House Plan No.H-ll-l2.2 Or a 
special design 



Capacity 

2 End Bays 108 tons 

2 Intermediate Bays 210 tons , 
Total 318 tons 
Increased by 12 Bays 
l-l^'Bay 105 tons 



Fig. 200. C. P. R. Standard No. 2 Ice House. 



408 COST DATA — ICE HOUSES. 

In order to compare the above houses on a ton basis of ice 
consumed, the shrinkage has to be added; the figures will 
therefore be: 

Per Ton 
Consumed. 

No. 1. $3 . 50 plus 40 per cent $4.90 

No. 2. $5 . 00 plus 25 per cent 6.25 

No. 3. $6. 50 plus 15 per cent 7.47^ 

The latter figures, therefore, represent the investment per 
ton of ice consumed. To this should be added, on the same 
tonnage basis, the cost of the land on which the house is to be 
built; generally the house is located on the railway company's 
property that is ayailable, and is seldom considered in the 
cost; it will be omitted in this discussion. 

There is also the question of trackage to be considered de- 
pending upon the facilities that may be required to handle not 
only the ice from car to storage, but the icing of cars as well. 
So far as the railway company is concerned, this is seldom 
figured in the cost as it is considered that track has to be pro- 
vided in any case whether the ice is bought by contract or 
brought in to be stored. 

Fixed charges. — The fixed charges, such as interest on the 
money spent to build the house, including taxes, insurance, 
maintenance and depreciation, have next to be considered; the 
interest on the investment may be taken at 6 ,per cent and the 
taxes, insurance, maintenance and depreciation at 4 per cent 
or a total of 10 per cent. 

The fixed charges for the three houses under consideration 
would therefore be: 

Per Ton Used. 

No. 1. 10 per cent on $4.90 $0.49 

No. 2. 10 per cent on $6. 25 0.62| 

No. 3. 10 per cent on $7 . 47| . 74| 

To the fixed charges has to be added the cost of harvesting 
the ice and the handling of it. 

Cost of Ice. — The cost of ice harvested during the winter 
will vary at each location, depending upon the facilities and 
natural advantages that may be available, transportation, 
length of haul, etc., and will vary from 20 cents to $1 per ton, or 
more, if it has to be transported in cars to the ice storage house, 
which usually is the case. 



COST DATA — ICE HOUSES. 



409 



Supposing that it costs 80 cents per ton f. o. b. cars at store 
house we would have the following comparison for the three 
cases being considered, per ton of ice consumed. 

Per Ton 
Consumed. 

1st. 80^ plus 40 per cent for shrinkage $1 . 12 

2nd. 80^ plus 25 per cent for shrinkage 1 .00 

3rd. 80^ plus 15 per cent for shrinkage 0. 92 

Removing Ice from Cars to Storage. — The cost of removing 

ice from cars to storage varies from 25 cents to 55 cents per ton 

and covers cleaning the house, boarding up doors, looking after 

hoists, slings, etc., and covering over the ice. An average price 

for estimating would be 40 cents per ton. For the three cases 

under consideration, the cost per ton of ice consumed would be: 

1st. 40^ plus 40 per cent for shrinkage $0 . 56 

2nd. 40^ plus 25 per cent for shrinkage 0. 50 

3rd. 40^ plus 15 per cent for shrinkage . 46 

A summary or table can now be made of the various charges 
for the three types of ice storage houses, as follows: 

TABLE 102. — COST PER TON OF ICE CONSUMED. 
(For varying conditions, figuring ice can be purchased at 80 cents per ton.) 



Investment: 

Kind of house 

Percentage of shrinkage 

Cost of building, per' ton 

Add, per ton, for shrinkage 

Cost per ton consumed 

Fixed charges: 

Interest on investment 6% ) 

Taxes, insurance, maintenance and depreciation > 

4% , ) 

Cost of ice at 80^ per ton put into cars, or direct into 

storehouse with shrinkage added 

Cost per ton consumed if stored direct 

If ice has to be handled from cars to storage, add 

(including shrinkage) 

Cost per ton consumed when shipped in cars 

If ice has to be handled from storage to refrigerator 
cars, add 

Cost per ton consumed, when shipped, stored and 
handled to refrigerator cars 



No. 1 
40% 

S3. 50 
1.40 


No. 2 

25% 

$5.00 

1.25 


S4.90 

$0.49 

1.12 


$6.25 

$0.62^ 

1.00 


$1.61 
0.56 


$1,621 
0.50 


$2.17 
0.30 


$2,121 
0.30 


$2.47 


$2,421 



No. 3 

15% 
16.50 
0.97^ 

%7.m 



$0.75 

0.92 
$1.67 

0.46 



$2.13 
0.30 

$2.43 



From the foregoing figures it will be noted that with ice at 
80 cents per ton, a No. 1 house is the most economical when 
ice is placed direct into storehouse; and No. 2 when the ice has 
to be shipped. It shows that ice at 80 cents per ton, handled 



410 



COST PER TON — ICE HOUSES. 



in cars, is high enough to warrant a type of house that will 
conserve the shrinkage and reduce the amount to be shipped. 

As a comparison, and to ascertain approximately how the figures 
run for ice varying from 10 cents to $1.20 per ton, the equivalent 
costs for the three following conditions are shown on Table 103. 

1st. Cost per ton of ice consumed when stored direct. 

2nd. Cost per ton of ice consumed when shipped and stored. 

Srd. Cost per ton of ice consumed when shipped, stored and 
supplied to refrigerator cars. 

TABLE 103. —EQUIVALENT COST PER TON OF ICE CONSUMED FOR VARYING 
CONDITIONS, FIGURING THE COST OF ICE FROM 10 CENTS TO $1.20 PER TON. 



No 


1 ice house 40% shrinkage 












Cost of ice per ton delivered 


SO. 10 


SO. 20 


SO. 30 


SO. 40 


SO. 50 


SO. 60 


$0.80 


SI. 00 


$1.20 


Cost per ton plus 40^ shrinkage .... 
Fixed charges on investment 


0.14 
0.49 


0.18 
0.49 


0.42 
0.49 


0.56 
0.49 


0.70 
0.49 


0.84 
0.49 


1.12 
0.49 


1.40 
0,49 


1.68 
0.49 


Cost per ton stored direct 


SO. 63 
0.56 


SO. 67 
0.56 


SO. 91 
0.56 

$1.47 
0.30 


$1.05 
0.56 


$1.19 
0.56 


SI. 33 
0.56 


SI. 61 
0.56 


$1.89 
0.56 


$2 17 


Handling ice from cars to storage 
with shrinkage added, per ton 


0.56 


Cost per ton shipped in cars and 
stored 

Handling ice from storage to re- 
frigerator cars, per ton 


SI. 19 
0.30 


$1.23 
0.30 


$1.61 
0.30 


$1.75 
0.30 


$1.89 
0.30 


$2.17 
0.30 


$2.45 
0.30 


$2.73 
0.30 


Cost per ton shipped in cars, stored 
and supplied to refrigerator cars . . 


$1.49 


$1.53 


SI. 77 


$1.91 


$2.05 


S2.19 


$2.47 


$2.75 


$3.03 



Xo. 2 ice house 25% shrinkage. 



Cost of ice per ton delivered SO . 10 SO . 20 SO . 30 



Cost per ton plus 25% shrinkage. . . . 
Fixed charges on investment 

Cost per ton stored direct 

Handling ice from cars to storage 
with shrinkage added, per ton. . . 

Cost per ton shipped in cars and 
stored 

Handling ice from storage to re- 
frigerator cars, per ton 

Cost per ton shipped in cars, stored 
and supplied to refrigerator cars. . . 



$0,124 
0.624 



SO. 75 
0.50 



$1.25 
0.30 



i.55 



$0.25 
0.62^ 



SO. 874 
0.50 



$1.37i 
0.30 



S1.67i 



S0.37i 
0.624 



SI. 00 
0.50 



$1.50 
0.30 



$1.80 



$0.40 



$0.50 
0.624 



S1.12i 
0.50 



$1.62j 
0.30 



$1,924 



SO. 50 



$0.62^ 
0.624 



$1.25 
0.50 



$1.75 
0.30 



S2.05 



$0.60 SO. 80 SI. 00 $1.20 



0.621 



51. 37^ 
0.50 



$1.87^ 
0.30 



$2.17^ 



$1.00 
0.624 



$1.62^ 
0.50 



$2. 12a 
0.30 



$2.42j 



$1.25 
0.62a 



SI. 87^ 
0.50 



$2.37^ 
0.30 



$2.67^ 



$1.50 
0.624 



S2.12^ 
0.50 



$2. 62 J 
0.30 



$2.92^ 



Xo. 


3 ice house 15% shr 


nkage. 












Cost of ice per ton delivered 


$0.10 


$0.20 


$0.30 


$0.40 


$0.50 


$0.60 


$0.80 


$1.00 


$1.20 


Cost per ton plus 15% shrinkage 

Fixed charges on investment 


SO.IU 
0.75 


SO. 23 
0.75 


$0.34i 
0.75 


SO. 46 
0.75 


$0.57 J 
0.75 


$0.69 
0.75 


SO. 92 
0.75 


$1.15 
0.75 


$1.38 
0.75 


Cost per ton stored direct 


$0.86^ 
0.46 


SO. 98 
0.46 


SI. 09^ 
0.46 


SI. 21 
0.46 


S1.32i 
0.46 


SI. 44 
0.46 


$1.67 
0.46 


SI. 90 
0.46 


$2.13 


Handling ice from cars to storage 
with shrinkage added, per ton 


0.46 


Cost per ton shipped in cars and 
stored 


$1,321 

0.30 

$1.62^ 


$1.44 
0.30 


$1.55 J 
0.30 


$1.67 
0.30 


$1.78§ 
0.30 


$1.90 
30 


$2.13 
0.30 


$2.36 
0.30 


$2.59 


Handling cars from storage to re- 
frigerator cars, per ton 


0.30 


Cost per ton shipped in cars, stored 
and supplied to refrigerator cars . . 


$1.74 


S1.85-J 


$1.97 


$2. 08 J 


$2.20 


$2.43 


$2.66 


$2.89 



ICE MANUFACTURE. 411 

From the foregoing Table 103, it would appear that when 
ice, stored direct, can be purchased for 80 cents a ton, or less, 
the No. 1 house is quite suitable; above 80 cents to $1.20 the 
No. 2 house, and over $1.20 the No. 3 house; and when the 
ice shipped in cars to the storehouse can be purchased for 
50 cents, or less, the No. 1 house is the one to adopt; and from 
60 cents to $1 per ton, the No. 2 house; and above $1 per ton 
the No. 3 house. 

Ice Manufacture. — In the manufacture of ice, the plant to 
select will depend, to a large extent, on local conditions, power 
available, facilities for handling and icing cars without extra 
service, etc. ; obviously the larger the plant, the less will be the 
comparative cost per ton. 

Table 104 gives the investment, cost of operation and capacity 
of plants ranging from 15 tons to 50 tons in 24 hours, for the 
ordinary run of railway installations. The figures are fairly 
liberal because it is recognized that a plant of this character 
requires good supervision and careful management; where care- 
lessness creeps in and cheap labor is employed, the plant will 
depreciate and the maintenance charges are likely to be very 
high. 

It may be noted that where cheap electric power is available 
the cost of electric plants as against steam will be 10 to 20 per 
cent less than the figures stated. 

Comparing the cost per ton when manufactured with the cost 
per ton when stored, as given in Table 103, always provided 
that the quantity for each mechanical plant under considera- 
tion will actually be required, the figures would be about as 
follows : 

15 ton plant will be cheaper than storing when ice is costing 
$1.10 per ton or more. 

25 ton plant will be cheaper than storing when ice is costing 
70 cents per ton or more. 

40 ton plant will be cheaper than storing when ice is costing 
45 cents per ton or more. 

50 ton plant will be cheaper than storing when ice is costing 
35 cents per ton or more. 

It is obvious that any mechanical plant that is not worked up 
to its capacity or is too large for actual needs will run up the 
cost per ton to much higher figures than those given. 



412 



COST OF ICE MANUFACTURE. 



TABLE 104. — APPROXIMATE COST OF ICE MANUFACTURE INCLUDING 
INVESTMENT, COST OF OPERATION AND COST PER TON. 
(STEAM OR ELECTRIC EQUIPMENT.*) 



Capacitj- in tons per 24 hours 

Capacity in tons jearly (for 240 days). 



Investment: 

Building and land 

Mechanical equipment. 
Total investment 



Daily operating expenses: 

Engineers, 2 

Tankmen, 2 : 

Firemen, 2 

Storeman, 1 

Coal at $3.00 per ton or electric cur- 
rent at |p kw.-hr 

Ammonia, oil, waste 

Records and stationery 

Cost of operation (daily) 



15 tons. 
3600 tons. 



S7,o00 

13,000 



25 tons. 
6000 tons. 



40 tons. 
9600 tons. 



$11,875 

18,125 



S14,000 
27,000 



50 tons. 
12,000 
tons. 



$17,000 
33,000 



$20,500 $30,000 $41,000 $50,000 



$7.00 
4.50 
4.50 



5.00 
2.00 
1.00 



$7.00 
4.50 
4.50 



Cost of operation on basis of running 
the plant full operation, 240 days. . 
All labor expense for balance of year. 

Interest on investment: 

Building and mechanical equipment, 

6% 

Depreciation, insurance, taxes, etc., 

building, 4% 

Depreciation on mechan'l equip., 8% 

Total yearly expense 



Cost per ton of ice produced 

Cost per ton if supplied to refrig. cars. 



$7.00 
4.50 
4.50 
2.25 

15.50 

5.25 

4 00 

$24.00 ! $29.00 $38.00 $43.00 



7.50 
3.50 
2.00 



$7.00 
4.50 
4.50 
2.25- 

12.50 

4.25 
3.00 



$5,360 $6,960 
1,070: 1,317 



1,230 1,800 

3001 474 

1,040 1,449 



59,120 
1,700 



$10,320 
2,360 



2,460 3,000 



560 
2,160 



$9,000 $12,000: $16,000 



.50 $2.50 
.80 $2.30 



$1.67, 

$1.97 



680 

2.640 

$19,000 

$1.58 

$1.88 



* When electric power can be obtained at a low rate, the cost per ton with electrical eqxiipment 
will be from 10 to 20 per cent less than the above figures. 
Note. — No tracks are included in the above costs. 

The foregoing table would indicate that the larger plants are 
much more economical than the smaller ones, provided that the 
machines are used to their full capacity. Some of the difference 
is also due to the fact that supervision and labor does not run 
in proportion to the increase in capacity. 



COMPARATIVE COSTS — ICE MANUFACTURING PLANTS. 413 

Comparative Costs for Large Commercial Ice Manufacturing 
Plants. — The initial and operating costs of large ice plants 
ranging from 100 to 500 tons capacity per day of 24 hours, by 
Robert P. Kehoe, which are given in Table 105, may be taken as 
a guide in the determination of the advantageous kind of plant 
to install when such large installations are considered. The 
cost of the property is not included, which, of course, will vary 
with the location and, if desirable, an amount to cover this item 
may be added to the investment. 

Evaporators and automatic stokers have been covered in the 
first cost of the steam-driven plants. 

An average economy of 9 tons of ice per ton of coal has been 
assumed which is the usual working basis. 

The price of oil has been taken as 3J cents per gallon and a 
1 cent rate per kilowatt-hour for electric current because any 
higher price could not be considered: even at this price it does 
not compare favorably with either the oil-engine driven or steam 
plant. The average electric-driven plant will be found to use 
60 kw.-hr. per ton of ice. 

The yearly load factor of 60 per cent is equivalent to 216 
days of full operation. This would mean about 4 months of 
full operation, four months at half capacity and four months at 
one quarter capacity. In large plants in cities of considerable 
size these conditions usually exist, for commercial operation. 

The capacity of the plants are given in tons of ice per twenty- 
four hours, and only one type is considered for three different 
kinds of motive power, using 300-lb. cans. A summary of the 
detailed figures are as follows : 





Cost of ice per ton. 


Capacity per 24 hrs. 


Steam. 


Electric. 


Oil, etc. 


100 tons 
200 " 
300 " 
400 " 


$1.40 
1.21 
1.17 
1.13 


$1.55 
1.40 
1.33 
1.30 


$1.19 
1.03 
0.97 
0.94 



414 



COST OF OPERATION. 



TABLE 105. — INVESTMENT, DAILY AND YEARLY COST OF OPERATION 

OF LARGE ICE PLANTS. 



Capacity in tons of ice per 24 hr. 



Type of plant (all 300 lb. cans) 



Motive power. 



Investment: 

Mechanical equipment complete 

Building 

Total investment (excluding land) 

Daily operating expense: 

Chief engineer 

Assistant engineers, 1 

Oilers, 2 

Firemen, 2 

Tankmen, 4 

Storehouse men, 2 

Other labor 

Fuel, coal at S3. 50 per ton, oil at Sn^ 

per gal., current at Ic per kw.-hr. . 

Ammonia, oil, waste, etc 



100 tons. 



Distilled 
water. 



Com- 
pound 
condens- 
ing 

steam 
engines. 



$62,000 
37,500 



Raw water. 



Electric 
motors. 



S52,000 
35,000 



$99,500 

$6.00 
3.50 
4.00 
4.00 
8.00 
4.00 



38.50 
10.00 



Net operating expense per day 

Total cost of operation per year on basis 

and J capacity four ynontks equivalent 
Operating cost of equivalent of 216 

days of full operation 

All labor expense for balance of year. . 
5*^ depreciation on cost of mech. equip. 
i'^c depreciation on cost of building. . . 
0% on total investment for repairs, 

taxes, water and incidentals. . .^ . . 

Total annual expense 

Number tons of ice produced annually 
Total cost per ton of ice per annum . . . 



$87,000 

$5.00 
3.50 
4.00 



(6) 



12.00 
4.00 



60.00 
10.00 



Oil en- 
gines. 



$70,000 
35,000 



$105,000 

$6.00 
3.50 
4.00 

"u.oo 

4.00 



15.00 
10.00 



200 tons. 



Distilled 
water. 



Com- 
pound 

condens- 
ing 
steam 

engines. 



Raw water. 



$119,000 
65,000 



Electric 
motors. 



$184,000 



$99,000 
60,000 

$159,000" 



$6.00 
4.00 
4.00 



$7.00 

4.00 

4.00 

4.50 
16.00 (12)24.00 

4.00: 4.00 

4.00,(1) 2.00 



77.00, 
18.00 



120.00 
18.00 



Oil en- 
gines. 



$135,000 
60,000 



$195,000 

$7.00 
4.00 
4.00 

"'24;00 
4.00 
2.00 

30.00 
18.00 



/».00 $98.50 $54.50 $138.50 $182.00 $93.00 
of operating full capacity four months, | capacity four months 
to full operation for 216 days (60% load factor). 



$16,848 
4,248 
3,100 
1,125 

4,975 



$30,296 
21,600 
$1.40 



$21,276 
4,104 
2,600 
1,050 

4,350 



$33,380 
21,600 
$1.55 



$11,772 
4,248 
3,500 
1,050 

5,250 



$25,820 
21,600 
$1.19 



$28,670 
6,264 
5,950 
1,950 

9,200 



$52,034 
43,200 
$1.21 



$39,312 
6,336 
4,950 
1,800 

7,950 



$60,348 
43,200 
$1.40 



$20,088 
6,192 
6,750 
1,800 

9,750 



$44,580 
43,200 
$1.03 



Capacity in tons of ice per 24 hr. 



Type of plant (all SOO lb. cans). 



Motive power. 



Investment: 
Mechanical equipment complete. 
Building 



Total investment (excluding land) 

Daily operating expense: 

Chief engineer 

Assistant engineers, 1 

Oilers, 2 

Firemen, 2 

Tankmen, 4 

Storehouse men, 2 

Other labor 

Fuel, coal at $3.50 per ton, oil at 3^f5 

per gal. current at Ip per kw.-hr. . . 

Ammonia, oil, waste, etc 



300 tons. 



Distilled 
water. 



Com- 
pound 

condens- 
ing 
steam 

engines. 



Raw water. 



Electric 
motors. 



$171,000 
95,000 



$141,000 
88,000 



$266,000 $229,000 



$6.50 
7.00 
8.00 



$7.50 
(2) 7.00 
(4) 8.00 
(2) 5.00 
(10)20.001(15)30.00 

(2) 4.00 4.00 

(3) 6.00 (1) 2.00 

$115 50 $180.00 
25 .00 25 . 00 



Net operating expense per day. . . . 
Total cost of operation per year on basis 

and i capacity four months equivalent 
Operating cost of equivalent of 216 

days of full operation 

AH labor expense for balance of year. . 
5% depreciation on cost of mech. equip. 
3% depreciation on cost of building. . . 
5% on total investment for repairs, 

taxes, water and incidentals 



Oil en- 
gines. 



$195,000 
88,000 



$283,000 

$7.50 
7.00 
8.00 



(15)30.00 
4.00 
2.00 

$45.00 
25.00 



400 tons. 



Distilled 
water. 



Com- 
pound 

condens- 
ing 
steam 

engines. 



$218,000 
120,000 



$338,000 

$8.00 
(2) 8.00 
(4) 8.00 

(2) 6.00 
(14)28.00 
(4) 8.00 

(3) 6.00 

$154.00 
31.00 



Raw water. 



Electric 
motors. 



$178,000 
111,000 



$289,000 

$7.00 
8.00 
8.00 

(21) 42' 00 

8 00 

(1) 2.00 

$240.00 
31.00 



Oil en- 
gines. 



$250,000 
111,000 



$361,000 

$8.00 
8.00 
8.00 

'42;60 
8.00 
2.00 

$60.00 
31.00 



$198.00; $262.50 $128.50 $257.00 $346.00 $167.00 
of operating full capacity four months, 5 capacity four rnonths 
to full operation for 216 days (60% load factor). 



Total annual expense 

Number tons of ice produced annually 
Total cost per ton of ice per annum . . . 



$42,768 
8,280 
8,550 
2,850 

13,300 



S75,740 
64,800 
$1.17 



$56,700 
8,280 
7,050 
2,640 

11,450 



$86,120 
64,800 
$1.33 



$27,756 
8,424 
9,750 
2,640 

14,150 



$62,720 
64,800 
$0 97 



$55,512 

10,368 

10,900 

3,600 

16,900 



$97,280 
86,400 
?1 13 



$74,736 

10,800 

8,900 

3,330 

14,450 



$112,216 
86,400 
SI. 30 



$36,072 

10,944 

12,500 

3,330 

18,050 



$80,996 
86,400 

$0.94 



COST OF OPERATION. 



415 



TABLE 105 (Continued).— INVESTMENT, DAILY AND YEARLY COST 
OF OPERATION OF LARGE ICE PLANTS. 



Capacity in tons of ice per 24 hr 




.500 tons. 








Type of plant (all 300 lb. cans) | 


Distilled 
water. 


Raw water. 


Motive power 


Compound 

condensing 

steam engines. 


Electric 
motors. 


Oil engines. 


Investment: 

Mechanical equipment complete 

Building 


$260,000 
150,000 


$210,000 
140,000 


$300,000 
140,000 


Total investment (excluding land) 

Daily operating expense: 

Chief engineer 

Assistant engineers, 1 

Oilers, 2 


$410,000 

$9.00 
(2)10.00 
(4) 8.00 
(2) 7.00 
(16)32.00 
(4) 8.00 
(4) 8.00 

$192.50 
36.00 


$350,000 

$8.00 

10.00 

8.00 


$440,000 

$9.00 

10.00 

8.00 


Firemen, 2 




Tankmen, 4 

Storehouse men, 2 

Other labor 


(24)48.00 

8.00 

(2) 4.00 

$300.00 
36.00 


48.00 
8.00 
4.00 


Fuel, coal at $3.50 per ton, oil at 3|^ per gal., 
current at 1^ per kw.-hr 


$75.00 


Ammonia, oil, waste, etc 


36.00 


Net operating expense per day 


$310.50 


$422.00 


$198.00 



Total cost of operation per year on basis of operating full capacity four months, | capacity four months 
and I capacity four months equivalent to full operation for 216 days (60% load factor). 



Operating cost of equivalent of 216 days of 
full operation 

All labor expense for balance of year 

5% depreciation on cost of mech. equip 

3% depreciation on cost of building 

5% on total investment\ for repairs, taxes, 
water and incidentals 

Total annual expense . . . ." 

Number tons of ice produced annually 

Total cost per ton of ice per annum 



$67,068 

11,808 

13,000 

4,500 

20,500 



$116,876 

108,000 

$1.08 



$91,152 

12,384 

10,500 

4,200 

17,500 



$135,736 

108,000 

$1.26 



$42,768 

12,528 

15,000 

4,200 

22,000 



$96,496 

108,000 

$0.90 



Cold Storage. — For hotel, dining car, and restaurant service 
it is necessary to have good storage and ample facilities for 
keeping eatables in first-class condition, as the supplies are 
usually bought in large quantities; this necessitates either an 
ice or mechanical refrigeration plant. For dining car service 
the building is generally located at one end of the sleeping and 
dining car stores, and in the basement of hotels or restaurants. 

Comparing natural ice and mechanical refrigeration, the lat- 
ter is by far the best means of keeping dining supplies; with 
natural ice the cooling process is limited, there is also dampness 
and poor ventilation to contend with; ice leaves a residue liable 
to foul unless the storage box is cleaned out frequently. 

With the mechanical cold air process the proper temperature 
for keeping supplies in the best condition can be attained, and 



416 COLD STORAGE. 

the temperature can be varied for any class of goods; the air is 
purified and fresh at all times. 

Cold Air Refrigeration. (Fig. 201.) — The walls and parti- 
tions are insulated similar to ice houses, and divided into com- 
partments for storing the various classes of goods. 

The mechanical plant ns placed at one end of the building, and 
consists of a steam engine coupled to a double-acting ammonia 
compressor, an ammonia condenser and receiver, with all neces- 
sary ammonia gauges and gauge boards; connection pipes and 
fittings, including an air cooler, consisting of an iron tank with 
refrigerator coils, brine pump, air fan, and sundry connections. 

The cooler is placed next to the cold storage room, and the 
wall between it and the engine room must be insulated similar 
to outer walls. 

The following is a comparative estimate of installing and oper- 
ating a cold air plant and natural ice refrigeration plant. 

Cold Air Plant. — Six tons capacity, approximate cost of 
installation and operation. 

Cold storage house 40' X 48' X 24' high, S3600 at 6%. . S216.00 

Cost of 6-ton ice plant, S3200 at 6^c per annum 192.00 

Foundations for ice plant, S200 at 6^ per annum 12.00 

10 horsepower per annum at S40 per horsepower 400 00 

Maintenance, repairs, and depreciation 42.00 

Labor, one man at S2 per day (see note) 730 . 00 

Ammonia per annum '...'... 30 . 00 

Water rates 35 . 00 

S1657.00 

Note. — One man can run an ordinary 35 horsepower plant and also assist in the shop or 
stores at other work. Less than 30% of his time is taken up with the cold storage plant. 

Natural Ice Plant. — Approximate cost of installation and 
operation. 

Increased height of building for ice storage with air ducts, 

drainage, lifts, and insulation, S4800 at 6% per annum. $288.00 

3 tons of ice per day at 82 per ton 2190.00 

Labor, one man at SI. 50 per day 548 . 00 

S3026.00 

From the above it will be noted that the cold air plant, besides 
keeping the supplies in better condition, is a good deal less costly 
than buying ice at the price quoted. 

Construction. — For cold storage buildings the construction is 
about as follows: 



COLD STORAGE. 



417 



Ceilins 



Floor 



Floor 



ELEVATION 



Filler out of 4"x 6° 

^LandJravelRoof 



2-2x6 
2"x 6°Stud8 




] L 



Engine 
Room 



Cold 
Storage 



Cold 
Storage 



Cold 
Storage 



Corridor 



^ 



Cold Storage 



Cold Storage 



PLAN 
Fig. 201. Cold Storage House. 



418 NATURAL ICE PLANT. 

Rubble or concrete foundation walls taken below frost, 24 in. 
thick, with. 12-in. footing course. 

Outer Walls, Frame Buildings. — Beginning on the outer face, 
two layers of 1-in. matched sheathing, with insulating paper 
between, 2" X 6" studs at 16-in. centers, two layers 1-in. sheath- 
ing, with insulating paper between, 2" X 4" studs 16-in. cen- 
ters, with 1-in. matched sheathing, 2" X 2" studs 16-in. centers, 
vAih. two layers of 1-in. sheathing and insulating paper between; 
^\'ith this arrangement the walls are about 20 in. thick. All 
spaces are filled with mill shavings. 

Ground Floor. — X bed of gravel at least 12 in. thick, with 
3" X 3" sills on top, at 18-in. centers, covered with 1-in. matched 
sheathing, and 1" X 2" scanthng on top, and two layers of 
2" X 4" matched flooring over, laid flat ^\'ith insulating paper 
between. All spaces are filled ^dth mill shavings. 

Inner Walls. — Between cold storage rooms: 2" X 6'' studs 
at 18-in. centers, with two lajxrs of 1-in. matched sheathing on 
either side, and insulating paper between boards, all spaces 
filled '^'ith mill shavings. 

Between cold storage rooms and corridors: 2" X 8'' studs at 
18-in. centers, with two laj^ers of 1-in. matched sheathing and 
insulating paper between on the inside, and 1-in. matched 
sheathing, and \" X 2" scantling 18-in. centers covered with 
two layers of matched sheathing, with insulating between, on 
the corridor side. 

Ceiling. — Two-inch by 8-in. studs at 18-in. centers, with 
two layers of 1-in. matched sheathing on each side, with insu- 
lating paper between boards. Spaces filled with mill shav- 
ings. 

Roof. — Two-inch by 8-in. studs, 18-in. centers, with two 
layers 1-in. sheathing on each side, with insulating paper be- 
tween, roof joists 4" X 12" at 8-ft. centers, ^-ith 3-in. T. & G. 
boarding on top, covered with 5-ply tar and gravel roofing. 

Cold Air Ducts. — Wooden air ducts are provided for exhaust- 
ing the air from the various rooms to the fan and cooler, and 
from the cooler back into the rooms. 

Insulation for the main suction ducts consists of two layers 
f-in. T. & G. sheathing, with double insulating papers between, 
and 1" X 1" battens on the outside covered with 1-in. T. & G. 



STOCK YARDS. 419 

sheathing; other ducts consist of double boarding with insulat- 
ing paper between. 

The ducts are placed usually on each side of the room close to 
the ceiling, with hardwood slides on the bottom of the delivery 
ducts and on the sides of the suction ducts. 

Stock Yards. 

Stock yards are erected at way stations and terminals for 
receiving cattle for shipment, and also for rest and feeding pur- 
poses for cattle en route. The yards are located parallel with 
the siding tracks convenient to the roadway at stock business 
points. (Figs. 202 and 203.) 

The ordinary wayside station stock yard consists of a series 
of fenced-in pens, with feeding and water troughs, including feed 
barns and shelters when necessary. 

The terminal stock yards are usually housed in and are 
arranged with pens, feeding and water facilities, to suit the 
different classes of stock. 

The usual arrangement is to provide loading and unloading 
platforms with chutes alongside the track. The platforms are 
made narrow so that the gates of the chutes when open shall 
come close to the cars for convenience in loading the cattle. 
The chutes lead to a main alleyway, from which the distribution 
of pens is arranged, the pens being divided to hold a car or 
portion of a car load, and made so as to open into one another 
and to branch alleyways in the center, so that the cattle may be 
sorted and classified if desired. Barns and shelters are erected 
on the branch alleyways for feeding purposes when necessary. 

In addition to feeding and shelter sheds, water has also to be 
provided, with frost-proof hydrant valves to avoid freezing, the 
pipes being graded to drain when not in use. 

Construction. — The construction generally is cedar posts 
6 in. to 9 in. in diameter, placed 5 to 6 ft. centers, set into the 
ground solid. The fencing is from 6 to 7 ft. high, of 1-to 2-in. 
material, with 3- to 8-in. spaces between. Feed racks are placed 
on one or two sides, made with 2'' X 6'' plank, the height and 
width varying to suit the stock. Water troughs are placed on 
the opposite side of feed racks, and are made of 2-in. plank 
supported on 2-in. plank brackets, with three-quarters to 1-in. 



420 STOCK PENS. 

water supply taken from a IJ-in. main and extending above 
the water trough with a goose neck. The floor, where the 
business amounts to anj-thing, is usually of concrete finished 
rough. 

An ordinary 20-car capacity stock yard would consist of a 
4-ft. platform placed 7 ft. from rail, with 4 loading chutes 40-ft. 
centers and 3 unloading chutes ramped down to main alleyway, 
the depth vanning from 20 to 50 feet or more, and the depth of 
allej-way 12 to 13 ft. by 200 ft. long. 

The area covered by the pens behind the main allej'way would 
be 213 ft. long and 160 ft. deep, di^-ided into 10 pens, and one 
branch alle^'way in the center 13 ft. wide. The pens front and 
back would be 50' X 50', and the center ones 50' X 100'. In 
the branch aUe}'way3 two shelters and two hay barns are erected 
projecting into the center pens as per Fig. 202. 

Approximate cost. — The approximate cost of open stock 
yards with concrete floor averages from 20 to 35 cents per square 
foot of area covered. 

The approximate cost of a 20-car capacity stock yard with 
feed racks, water troughs, hay bams, shelter, concrete floor, etc., 
complete, $5500 to S7500. 

The cost of frame barns and shelters, from 50 to 75 cents per 
square foot. 

The cost of enclosed stock yards, concrete floor for single-story 
frame builchngs with skylights, etc., complete, varies from 65 to 
90 cents per square foot when the amount is fairly large. 



STOCK PENS. 



421 



Clnite 




PLAN 20 CAR STOCK YARD 



Pen 



Pen 



fl 




c 


u 




u 


<s 




c3 


M 




pq 



Pen 



Pen 




\[-- Platform 



^:^mGj£= 



■* .2 



JL 



Fig. 202. 



422 



STOCK PENS. 



C.L of Tracts 

abt. i'o is^ >'jb C24tt:, ^ abt. t'o^ 



f^4pif:;pfnf^jB^ 



^^l^F^^ 



Length of Hatfona 
for 2 end Pens 





?,,°^ I G C Gate, all I I C or 6 flat^e4 
l" I IJi'xS'LumbH I I 



Mil- J I 



Cedar SUl I I 
I I 
I I 



6"or 8 Cedar Sill 
'a'dia. Cedar Post 
at abt. 7 O'crs, 



1" Cock with detactaljle tej. 
SECTION THRO' LOADING CHUTES 



3x14 

division 
in middle 




••c.-^ ^ ^_ 1 Pipe box made 

WATER THROUGHS ~ with ij^', s'-^ 

FEED RACKS ^""^'J: 



S» 



l' Frost Proof Valve with drain. 
WATER CONNECTION 



/O'or 8" Cedar Tie ll's'lg 



m'x 8'x 2'6--p| FiUing Piece , J«'« lO'TopPleo. ^ 
Filling Piece ^1 - " l Wx8"xl4 / ■ y'Mt V/^^ ^^ '^""J ^''"^ 




DETAIL OF FENCING 



MAIL CRANES. 
Mail Cranes. 



423 



Mail cranes are erected at way stations where necessary to 
collect the mail while the train is running. 

The main post, either of wood or steel, is set up about 10 ft. 
from center of track, and attached with a blocking piece to two 
extra long track ties, the post being stayed at the back by a 
double brace. 



^gBoltl^lIg. 



% Bolt 



;J-l?j tocTracfc 




Fig. 204. C. P. R. Standard Mail Crane. 



424 



MAIL CRANES. 



At the top of the post about three-foot centers two horizontal 
arms project 3 ft. towards the track arranged to hold the mail 
bag. The arms have a steel spring attachment at the post end 
so that when the bag is released they automatically rise and 
fall towards the post, one going up and the other down. (Fig. 
204.) 

A light iron ladder is placed for convenience of the operator, 
so that he may be able to catch the arms and tie the mail bag in 
position. 

Approximate cost of an iron mail crane com.plete, $35. 

The relation of the mail crane to the mail car is shown, Fig. 
205, and the design of the catcher across the door of the car, 
Fig. 206 ; the catcher is operated by the mail clerk pulling the 
upper handle which brings it into a horizontal position ready to 
engage and catch the bag suspended on the mail crane. On 
releasing the handle the catcher drops down into a vertical 
position as shown on the elevation. 




ELEVATION OF MAIL CRANE & TRACK 
IN RELATION TO MAIL CAR 



Fig. 205. 



PLAN 
Slail Catcher in use 



Fig. 206. 



TRACK TANKS. 425 

Track Tanks. — Track tanks are used to a limited extent, 
and usually consist of steel troughs placed directly on the ties, to 
hold the water so that locomotives can scoop up a supply while 
in motion, and are used for passenger and freight service to 
expedite train movement on congested districts. 

A comprehensive article on this type of structure is given in de- 
tail in the Railroad Gazette, March 13, 1908, by H. H. Ross. 

The tanks must be located where the supply of water is abun- 
dant and of good quality; 15 to 50 per cent of the water is wasted 
by being forced out over the sides and ends by the engine scoops. 
The speed for satisfactory service is from 25 to 30 miles per 
hour, and the tracks are graded at the approaches to enable the 
necessary speed to be made, and for this reason track tanks 
should be away from any structures, crossings, yards, etc., and 
be well drained so that the water that gets into the bank is 
carried away quickly. This is done by stone-filled trenches and 
tile between tracks, the ballast being covered with large flat 
stones to hold the ballast and shed the x water. 

Approximate cost. — A double-track installation will cost 
$15,000 to $30,000 exclusive of grading, track work, and drain- 
age. The maintenance averages probably about 8 per cent of 
the cost. 

Construction. -^ The ties supporting the trough should be of 
white oak 8'' X 10'' X 8' 6'' long, and track thoroughly surfaced 
and filled in with stone ballast and same quality of ballast con- 
tinued for at least 1000 feet beyond the troughs on the trailing 
ends, and all ties tie plated. 

Water is usually supplied from elevated tanks, with a large- 
sized main reduced for the different inlets; IJ to 2 minutes are 
required to refill trough after an engine has scooped, and the 
filling is done with automatic valves. 

Trough recommended, 28 in. wide, 7J in. deep, and 2000 ft. 
long, to give 5000 to 6000 gal. in a run. When track tanks are 
used in cold climates, it is necessary to heat the water to keep 
it from freezing, which is done by steam blowing, or by circu- 
lating by means of a pump or an injector. 



426 WATER STATIONS. 



CHAPTER XVIII. 
WATER STATIONS. 

General. — The ordinary railroad water station usually con- 
sists of an elevated tank for storage purposes, a pumping outfit 
or gravity main to supply the tank, and standpipes when neces- 
sary for convenient service. A locomotive consumes from 30 to 
100 gal. per mile, and carries from 2000 to 7000 gal. Owing to 
mixed traffic, possible detentions and climatic conditions, how- 
ever, it has been found necessary to place water stations 10 to 
20 miles apart, usually at regular stopping points along the right 
of way. 

Purity. — As the water is to be used principally for locomo- 
tive purposes, a sample should be sent to the company's chemist 
to be analyzed to ascertain if it is suitable for the purpose. Con- 
ditions will sometimes make it necessary to treat the water 
chemically to render it soft for economical boiler service. 

The treatment may be lime only, when the hardness is due to 
carbonates of lime and magnesia, or soda ash when the hardness 
is due to sulphates of lime and magnesia. The method of 
applying these reagents to the water may -require a special 
mechanical outfit, or a mixer with valve, feed, etc., connected 
with the water supply, can be so arranged that every stroke of 
the water piston may take in a desired portion of the chemical 
previously made ready. To render the work efficient, it should 
be closely watched and supervised by the company's chemist or 
his assistant. 

Supply. — When a municipal water service is established and 
the rates are favorable, there may be a saving in obtaining water 
by meter or other agreement. Under ordinary circumstances, 
however, the permanent supply is usually obtained from arte- 
sian or driven wells, or from a natural lake, river, or stream, and 
the delivery may be by gravity or by pumping, local conditions 
determining the method employed. A gravity supply usually 
requires a dam and spill-way for storage purposes. When the 
location is convenient and a permanent and abundant supply 



WATER DISCHARGE. 



427 



can be obtained in a natural or artificial basin, a gravity supply 
is the most economical. 

EQUIVALENTS OF WATER BY WEIGHT AND MEASURE. 



Water. 


U. S. gal- 
lons. 


Imperial 
gallons. 


Cubic feet. 


Cubic 
inches. 


Pounds. 


U. S. gallon 

Imperial gallon 

Cubic foot 

Cubic inch 

One pound 


1.00 
1.2 

7.48 

0.0043 

0.12 


0.833 

1.00 

6.23 

0.0036 

0.10 


0.133 

0.16 

1.00 

0.00058 

0.16 


231 

277.274 
1728 
1.00 

27.72 


8.33 

10.00 

62.35 

0.036 

1.00 







A miner's inch of water is approximately equal to a supply of 
12 U. S. gallons per minute. 

TABLE 106. — CONVERTING DISCHARGE IN SECOND-FEET PER SQUARE 
MILE INTO RUN-OFF IN DEPTH IN INCHES OVER THE AREA. 







Run-off in inches 


i. 




Discharge in second-feet 










per square mile. 














1 day. 


28 days. 


29 days. 


30 days. 


31 days. 


1 


0.03719 


1.041 


1.079 


1.116 


1.153 


2 


0.07438 


2.083 


2.157 


2.231 


2.306 


3 


0.11157 


3.124 


3.236 


3.347 


3.459 


4 


0.14876 


4.165 


4.314 


4.463 


4.612 


5 •. . 


0.18595 


5.207 


5.393 


5.578 


5.764 


6 


0.22314 


6.248 


6.471 


6.694 


6.917 


7 


0.26033 


7.289 


7.550 


7.810 


8.070 


8 


0.29752 
0.33471 


8.331 
9.372 


8.628 
9.707 


8.926 
10.041 


9.223 


9 


10.376 



Note. — For partial month, multiply the values for one day by number of days. 

1 sec.-ft. equals 7.48 United States gallons per second; equals 448.8 gals, 
per minute; equals 646,317 gals, for one day. 

1 sec.-ft. for one year covers one square mile 1.131 ft. or 13.572 in. deep. 
1 sec.-ft. for one year equals 31,536,000 cu. ft. , - 

1 sec.-ft. for one day equals 86,400 cu. ft. 

1,000,000,000 cu. ft. equals 11,570 sec.-ft. for one day. 
1,000,000,000 cu. ft. equals 414 sec.-ft. for one 28-day month.' 
1,000,000,000 cu. ft. equals 399 sec.-ft. for one 29-day month. 
1,000,000,000 cu. ft. equals 386 sec.-ft. for one 30-day month. 
1,000,000,000 cu. ft. equals 373 sec.-ft. for one 31-day month. 

1,000,000,000 United States gals, per day equals 1.55 sec.-ft. 
100 United States gals, per minute equals 0.223 sec.-ft. 
1 in. deep on 1 square rnile equals 2,323,200 cu. ft. 
1 in. deep on 1 square mile equals 0.0737 sec.-ft. per year. 

1 HP. equals 550 ft .-lb. per second. 
1 HP. equals 1 sec.-ft. faUing 8.80 ft. 
1| HP. equals 1 Kw. 



428 WATER DISCHARGE. 

rr. 1 1 , , . 1 1 sec. ft. X fall in ft. 

10 calculate water power quickly: ■ = net 

horsepower on water wheels realizing 80 per cent of theoretical 
power. 

Area of Pipe. — To find the area of a required pipe, the 
volume and velocity being given, multiph' the number of cubic 
feet of water by 144 and divide the product b}' the velocity in 
feet per minute. 

Velocity. — To find the velocity in feet per minute to dis- 
charge a stated number of gallons per minute divide the amount 
of discharge in gallons per minute by the number of gallons in 
one hneal foot, or the number of gallons per minute by 144, and 
divide by the area of pipe in inches. 



TABLE 107. — XUMBER OP 


• U. 5. GALLONS IX 


OXE LIXEAL FOOT 


OF PIPE. 


Inside diameter of pipe. | 


lin. 


2 in. 


2Hii. 


3 in. 


i in. 


Cubic foot 

Gallons per lineal foot . . 
Area, square inches 


0.0055 

0.0408 
0.785 


0.0218 ; 

0.1632 
3.14 


0.0341 
0.2550 
4.9 


0.0491 ! 
0.3673 ' 
7.06 


0.0873 

0.6528 
12.56 




6 in. 


8 in. 


9 in. 


10 in. 


. 12 in. 


Cubic foot 

Gallons per lineal foot . . 
Area, square inches ' 


0.1963 
i 1 .-469 

28.27 


0.3490 
2.611 
50.26 


0.4418 

3.305 
63.61 


0.5455 
4.081 
78,54 


0.7854 
5.875 
113.09 



Depth of Suction. — The mean pressure of the atmosphere is 
estimated at 14.7 lb. per square inch. With a perfect vacuum 
at sea level it will therefore sustain a column of mercury 29.9 in., 
or a column of water 33.9 ft. high. This is the theoretical 
height that a perfect pump would draw water. O'^'ing to air 
in the water, valve leakage, etc., the actual height in practice 
seldom exceeds 20 ft., and the velocity through the suction 
pipe should not exceed 200 ft. per minute, as the resistance of 
suction will be too great. To obviate this tendency the suction 
pipe is usually one or two sizes larger than the delivery or dis- 
charge pipe. 

Service Pipe. — Steel, cast-iron, plain wrought -iron, wood and 
galvanized iron pipe are used extensively; cast iron is the most 



SERVICE CONNECTION. 



429 



durable and reliable for underground service, and above ground 
plain wrought-iron pipe. In many situations wood pipe may be 
quite satisfactory. 

The depth to which pipe should be placed in the ground 
should be sufficient to avoid injury from frost, usually 4 to 5 ft. 
A water main laid in a rock-cut trench is less liable to freeze up 
if covered with broken stones. 



TABLE 108. 



APPROXIMATE COMPARATIVE COST PER FOOT OF 
DIFFERENT PIPES. 



Size of pipe. 



Wood pipe, wire wound, uncoated. 
Wood pipe, wire wound, asphalted. 
Wood pipe, wire wound, burlapped 

Iron pipe, cast 

Steel pipe, lap welded, burlapped. . 
Iron wrought 



6 in. 


8 in. 


10 in. 


$0.32 


$0.40 


$0.50 


0.34 


0.42 


0.52 


0.40 


0.50 


0.60 


0.63 


0.93 


1.28 


0.76 


1.05 


1.60 


0.93 


1.41 


2.00 



12 in. 



$0.65 

0.67 
0.75 
1.66 
2.10 
2.45 



Service Connections. — The discharge pipe should enter the 
water tank at the bottom, as it reduces the head and takes less 
power than feeding it from the top. 

Provide a check valve in delivery pipe and a waste cock in the 
discharge chamber so that air may be expelled, a stop valve for 
shutting off the back pressure so that the pump can be opened 
for inspection. 

Set up the pump on solid foundation of concrete; wood is 
liable to rot and cause leaky joints. To obviate jar or vibration, 
use expansion bolts to anchor the pump. 

Arrange the steam pipe feed so that the water of condensation 
will drip away from the pump when not in use, and insert drip 
cock. 

An air chamber on the suction pipe will make the pump work 
smoother at moderate speed, and is advisable, as it prevents 
pounding or water hammer; in high lifts it is a necessity. 

Unless the suction lift and length of supply pipe are moder- 
ate, a foot valve and strainer are also advised for all pumps 
raising water by suction. 

The foot valve is placed at the bottom of the suction pipe and 
holds the priming. 



430 



COST OF INSTALLING PIPE. 



The suction pipe must be entirely free from all leakage. 

Lay suction pipes with a uniform grade from the pump to the 
source of supply, and avoid air pockets. All pipes should be as 
direct as possible; use full round bends for elbows and Y's for 
tees. 

Wrought-iron and Steel Pipes. — All wrought-iron and steel 
pipes must be equal in quality to " standard." 

The pipes shall not be less than the following average thick- 
ness and weight per lineal foot; supplied in random lengths 
with threads and couplings. 



TABLE 


109. — . 


APPROXIMATE COST AND WEIGHT OF WROUGHT-IRON 


PIPES. 


Inside 

size of 

pipe. 


Thick- 
ness. 


Normal 
weight per 
lineal foot. 


Approx. 
cost per 
100 feet. 


Approx. 
cost per 

lineal 

foot. 


Inside 
size of 
pipe. 


Thick- 
ness. 


Normal 
weight per 
lineal foot. 


Approx. 
cost per 
100 feet. 


Approx. 
cost per 

lineal 

foot. 


In. 
1 

u 

2 

2^ 
3 
3^ 
4 

^2 


In. 

0.13 
0.14 
0.15 
0.20 
0.21 
0.22 
0.23 
0.24 


Lb. 
1.67 

2.68 
3.61 
5.74 
7.54 
9.00 
10.66 
12.49 


S6.00 
9.00 
13.00 
23.00 
30.00 
45.00 
54.00 
63.00 


$0.06 
0.09 
0.13 
0.23 
0.30 
0.45 
0.54 
0.63 


In. 
5 

6 

7 

8 

9 

10 

11 

12 


In. 
0.25 

0.28 
0.30 
0.32 
0.34 
0.36 
0.37 
0.37 


Lb. 
14.50 
18.76 
23.27 
28.18 
33.70 
40.00 
45.00 
49.00 


S72.00 
93.00 
116.00 
141.00 
168.70 
200.00 
22a. 00 
245.00 


SO. 72 
0.93 
1.16 
1.41 
1.68 
2.00 
2.25 
2.45 



Cast-iron Pipes. — All cast-iron pipe and fittings must be un- 
coated, sound, cylindrical and smooth, free from cracks, sand 
holes, and other defects, and of a uniform thickness and of a 
grade known in commerce as " extra heavy," cast in lengths to 
lay twelve feet, with bell and spigot joints, and to withstand a 
static pressure of not less than 130 lb. per square inch. 

Joints. — All joints must be made with picked oakum and 
molten lead and made water-tight. For estimating, take 1| lb. 
of soft pig lead for each joint for each inch in the diameter of 
the pipe, and 1 oz. of oakum for each joint for each inch in the 
diameter of the pipe. 

The average total cost per foot for installing cast-iron water 
mains, depth of trench 5 feet, from 4 inches to 24 inches in diameter, 
is given in Table 110, page 431. 



COST OF INSTALLING PIPE. 



431 



Approximate Cost of Installing Cast-iron Water Mains (4-in. to 24-in. Pipes)! 

Pipes (cast) in 12 ft. lengths F. O. B. cars $25 to $35 per ton 

(See table for weights.) 

Loading and hauling: 

Loading from cars to wagons 5 to 30 ji^ per ton 

Unloading from wagons at site 2^ to 15ji per ton 

Lost time by teams (loading and unloading) 2| to 15^ per ton 

Total 10 to 60^ per ton 

Hauling (2-ton loads) per mile 9 to 21 j^ per ton mile 

Trenching: 
Excavation 5 ft. deep and 21 in. wider than diameter of 
pipe, bell holes dug out just before laying pipe. 

Excavation, ordinary earth per cu. yd $0 . 20 to $0 . 50 

" medium gravel per cu. yd . 30 to . 60 

" cemented gravel per cu. yd . 75 to 1 . 00 

" boulders and hard pan per cu. yd 1 . 25 to 1 . 50 

" loose rock and hard pan per cu. yd 1 . 75 to 2 . 00 

" solid rock and hard pan per cu. yd 2.25 to 3.50 

Laying (including caulking) per lin. ft . 05 to . 30 

Back filling (including puddling) per cu. yd . 05 to . 20 

Miscellaneous. 10 per cent to take care of overhead 
charges, supervision and contingencies, etc. 



TABLE 110. — AVERAGE TOTAL COST PER FOOT INSTALLING CAST-IRON 

WATER MAINS. 



Size of 
pipes. 


Weight per 
ft., lbs. 


Cost of pipe 

at $35 per 

ton deliv'd. 


Loading 

and 
hauling. 


Excav. and 
backfill. 


Laying and 
jointing. 


Miscella- 
neous. 


Total 
cost per 
lin. ft. 


4 


22 


$0.39 


$0.01 


$0.18 


$0.05 


$0.07 


$0.70 


6 


36 


0.63 


0.02 


0.21 


0.08 


0.11 


1.05 


8 


53 


0.93 


0.03 


0.24 


0.10 


0.15 


1.45 


10 


73 


1.28 


0.04 


0.27 


0.13 


0.18 


1.90 


12 


95 


1.66 


0.05 


0.30 


0.15 


0.19 


2.35 


14 


119 


2.09 


0.06 


0.33 


0.18 


0.24 


2.90 


16 


147 


2.57 


0.08 


0.36 


0.20 


0.29 


3.50 


18 


176 


3.08 


0.09 


0.39 


0.23 


0.36 


4.15 


20 


208 


3.64 


0.12 


0.42 


0.25 


0.47 


4.90 


24 


282 


4.93 


0.14 


0.45 


0.30 


0.5^ 


6.40 



The above prices are for pipe laid in a 5-foot trench. For ap- 
proximate weight, thickness and dimension of cast-iron pipe, see 
Tables 111, 112, 113 and 114, pages 432, 433, 434 and 435. 



432 WEIGHT AND DIMENSIONS OF CAST IRON PIPE. 

TABLE 111.— APPROXDL\TE WEIGHT, THICKNESS AND DIMENSIONS OF 
CAST-IRON PIPE FOR WATER. 

300 foot head, 130 pounds pressure. 




Hub and Spigot Pipe for Lead Joints. 



Diameter 

Thickness 

Inside dia. of hub 
Depth of hub inside 



Length from end 
of spigot to in- 
side of hub 

Wt. per running ft. 
Weight per length. 



In. 
3 

3 
Ft. 



12 

Lb. 

16 
192 



In. 



51 
31 

Ft. 



12 

Lb. 

20 
240 



In. 
6 



3^ 
Ft. 



12 

Lb. 

30 
360 



In. 



10 
31 



12 

Lb. 

45 
540 



In. 
10 

5 

i 

12 
4 

Ft. 



12 

Lb. 
65 

780 



In. 

12 

1 

Hi 

4 

Ft. 



12 

Lb. 

85 
1020 



In. 
14 

3 

m 

Ft. 



12 

Lb. 

110 

1320 



In. 
16 

1 

181 
4^ 

Ft. 



12 

Lb. 

135 

1620 



In. 
18 

h 

20| 
4i 

Ft. 



12 

Lb. 

175 

2100 



In. 
20 

i 

22f 

41 

Ft. 



12 

Lb. 

200 

2400 



In. 


In. 


24 


30 


i 


n 


26i 


33 


5 


5 


Ft. 


Ft. 


12 


12 


Lb. 


Lb. 


265 


375 


3180 


4500 



In. 
36 
U 
39i 
5^ 

Ft. 



12 

Lb. 

480 

5760 



Appboximati: Weight of 
Plugs. 



In. 
3 
4 
6 



Lb. 
6 
7 
12 
29 
60 
70 



Approximate Weight of 
Sleeves. 



Approximate Weight of Caps. 



In. 
3 
4 
6 

8 
10 

12 



Lb. 
35 
45 
57 
72 
127 
190 



In. 

3 

4 

6 

8 
10 



Lb. 
11 
14 
27 
38 
75 
S.5 




Reducer. 




Increaser. 



APPBOXIilATE W 


EIGHT AND DXMEXSION-S OF 


.Approximate W 


EIGHT .\XD DlMENSIONS OF 




Reducers. 




I 


S'CREASERS. 




Size. 


Weight. 


Length over 
all. 


Size. 


Weight. 


Length over 
all. 


In. In. 


Lb. 


Ft. In. 


In. In. 


Lb. 


Ft. In. 


3 to 2 


23 


2 6 


2 to 3 


25 


2 6 


4 " 3 


78 


2 9 


3 '■ 4 


84 


2 9 


6 " 3 


81 


2 10 


3 " 6 


90 


2 10 


6 " 4 


96 


2 8 


4 " 6 


105 


2 8 


8 " 4 


155 


2 7 


4 " 8 


164 


2 7 


8 " 6 


165 


3 2 


6 " 8 


175 


3 2 


10 " 4 


185 


3 


8 " 10 


246 


3 2 


10 " 6 


190 


3 


6 " 10 


220 


3 


10 " 8 


195 


3 1 


4 " 10 


200 


3 


12 " 4 


230 


3 10 


4 " 12 


250 


3 10 


12 " 6 


260 


3 10 


6 " 12 


275 


3 10 


12 " 8 


275 


3 6 


8 " 12 


300 


3 6 


12 " 10 


280 


3 6 


10 " 12 


315 


3 6 



WEIGHTS AND DIMENSIONS OF BENDS. 



433 



TABLE 112. —APPROXIMATE WEIGHT AND DIMENSIONS OF STANDARD 

i OR 90° BENDS. 







Standard I or 90° Bend. 




I Bend, Double Hub. 


Size. 


Weight. 


Length from 

outside of 

spigot to center 

of pipe. 


Length from 

outside of 

hub to 

center of 

pipe. 


Size. 


Weight. 


Length from 

outside of 

spigot to center 

of pipe. 


Length from 

outside of 

hub to 

center of 

pipe. 


In. 
3 

4 
6 


Lb. 

38 

61 

107 


Ft. In. 
1 7 

1 6 

2 1 


Ft. In. 

101 


In. 

8 
10 
12 


Lb. 

225 

422 

480 


Ft. In. 

2 7 

2 10 

3 


Ft. In. 

1 21 

2 4 

2 8 




i or 45° Bend. 



xV or 22i° Bend. 



Weight of Standard | or 45° Bends. 


Weight of Standard i\ or 22|° Bends. 


Size. 


Weight. 


Size. 


Weight. 


In. 


Lb. 


In. 


Lb. 


3 


37 


3 


36 


4 


60 


4 


61 


6 


104 


6 


109 


8 


190 


8 


161 


10 


260 


10 


257 


12 


285 


12 


290 



Weights are for bends with hub and spigot. If double hubs, 
weights will be about the same and the second column of dimen- 
sions will apply for length of quarter bends. 

One thirty-second or lli° bends and g-V or 5|° bends are special 
and patterns only are usually kept in stock. 



434 WEIGHTS AND DIMENSIONS OF TEES. 

TABLE 113. — APPROXIMATE WEIGHTS AND DIMENSIONS OF TEES. 





Tee with Two Hub; 


5 and One Spigot 


Tee 


with Three Hub Ends. 


Size. 


Weight. 

1 


Length 


over all. 


Length of branch over 
all from center of pipe. 


In. In. 


Lb. 


Ft. 


In. 


In. 


3 off 3 


82 


3 





lOi 


3 " 6 


130 


3 





10^ 


3 " 8 


180 


3 





10. 


3 " 10 


250 


3 





10| 


4 " 4 


97 


2 


51 


9f 


4 '' 6 


165 


3 





io§ 


4 *' 8 


195 


3 





10 


4 " 10 


265 


3 





lOf 


4 " 12 


345 


3 





111 


8 " 6 


175 


3 





10 


6 " 8 


210 


3 





10 


6 " 10 


250 


3 





lOf 


6 " 12 


350 


3 





111 


8 " 8 


220 


3 





10 


8 " 10 


270 


3 





lOf 


8 " 12 


372 


3 





111 


10 " 10 


305 


3 





\\\ 


10 " 12 


385 


3 





m 


12 " 12 


392 


3 





121 


16 " 16 


720 


4 


6 


16 


16 " 20 


1240 


4 


6 


16 




Approximate W 


EIGHT AND DIMENSIONS OF " GlOBE " TeES. 












Length of 




Size. 


Weight. 




Lengtl> over 
all. 


branch over all 
from center of 




^^^5 








1 pipe. 


V' ■ -^ . 


In. In. 


Lb. 




Ft. In. In. 


K> y^^. 'ysL 1 


4 off 4 


128 




1 8 


10 




Q 


p m 1 


4 " 6 


138 




1 8 


10 




1 


^"^^'^^ ii 


4 " 8 


330 




1 8 


10 




I 


Mi \ 


4 " 10 
4 " 12 
6 " 6 


352 
440 
149 




2 4 
2 4 

1 8 


12| 

14 

10 




^^'^^^W 




j[3~"jilt 


6 " 8 


198 




1 8 


10 


^^=v^ 


6 " 10 


365 




2 4 


12| 




6 " 12 


460 




2 4 


14 


Globe Tee, Three 


8 " 8 


195 




1 8 


91 


Hub Ends. 


8 " 10 


362 




2 4 


14 




8 " 12 


476 




2 4 


14 




10 " 10 


394 




2 4 


14 




10 " 12 


485 




2 4 


14 




12 " 12 


490 




2 4 14 



WEIGHTS AND DIMENSIONS OF CROSSES. 



435 



TABLE 114. — APPROXIMATE WEIGHT AND DIMENSIONS OF CROSSES. 






ii! i 


1 


? 




Btt^i ! 


i 


==: 


i 


- — tt .x - 


_ 


z: 


J 


^fc 


1 


1 II 


y 


i 


Will illlli 


1 




Mh^. 'Iilillllllli 



Cross with Three Hubs and 
One Spigot. 



Cross with Four Hubs. 



Size. 


Weight. 


Length over all. 


Length over branches, 
inside of hubs. 


In. In. 


Lb. 


Ft. In. 


In. 


3 off 3 


102 


2 8 


8 


3 " 4 


108 


2 8 


8 


3 " 6 


190 


3 


12 


4 *' 4 


130 


2 8 


12 


4 *' 6 


208 


3 


14 


4 " 8 


217 


3 


13 


4 " 10 


274 


3 


14 


4 " 12 


365 


3 


16 


6 " 6 


215 


3 


13 


6 " 8 


245 


3 


13 


6 " 10 


300 


3 


14 


. 6 '' 12 


350 


3 


16 


8 " 8 


285 


3 


13 


8 " 10 ■ 


365 


3 


14 


8 " 12 


370 


3 


16 


10 " 10 


360 


3 


16 


10 " 12 


380 


3 


18 


12 " 12 


405 


3 


18 



436 WATER T.IXKS. 



4 



Railroad Water Tanks. 

Water Tanks. — The capacity of the orcUnary standard tank 
is from 60.000 to 100.000 gal. There is a tendency, however, 
towards very much larger tanks, and on many roads the stand- 
ard includes tanks 100.000 to 200.000 gal., particularly at 
engine terminals. 

The tank should be large enough to supply the demand for 
water without continuous pumping, or where a larg-e number 
of engines take water within a limited time, roadside tanks 
should also be large enough so that it is not necessary to employ 
night pumpers. 

It is now quite common practice to erect the water tank 
remote from the tracks and to dehver through underground 
pipes to standpipes or water columns, and as it is desirable to 
dehver the water to the engines in the least possible time, the 
pipe and head of water should be large enough to give the re- 
quired chscharge in the time desired. 

The usual height of tank for locomotive supply is 20 ft. from 
top of rail to bottom of tank and the discharge in United States 
gallons per minute from water tank to standpipe for various 
sizes of supply pipes. 1000 ft. in length, and two different types 
of standpipes are given in the following Table 115. 

A tank with from 16 to 20 ft. of water and- a 12-in. standpipe 
with 1000 ft. of 1-i-in. supply pipe will deliver from 3500 to 
■1000 gal. per minute. 

The tanks are usually built of wood although steel tanks are 
being used to a large extent. According to the American Rail- 
way Bridge and BuilcUng Association, the average hfe of the 
various timbers entering into the construction of water tanks 
is about as follows, pro^'ided the most rigid specifications and 
inspection be adhered to: 

Cj-press 40 years 

Redwood 30 years 

Cedar 30 years 

White pine 20 years 

Douglas fir 16 years 

The tank staves are usually 6 to 8 in. wide and uniform from 
end to end, and 3 in. thick vrith. edges accurately planed on 



WATER DISCHARGE FROM TANKS. 



437 



radial lines from the center of the tub; the croze in each stave 
should be 3 in. in the clear from end of stave with |-in. gain, 
accurately cut to uniform dimensions on one circle for all staves. 
Three 1-in. dowel pins made of the same material as the staves 
should be furnished with each stave and the staves bored for 
dowels. 

TABLE 115. 



WATER DISCHARGE FROM TANK TO STANDPIPE 



10' 

Telescophic 
Standpipe 




Discharge in U.S. Gallons per Minute 
From Water Tank to Standpipe 
For Various Supply pipes lOOO ft. Ig, 




10 
Rigid 
Standpipe 


c 


upply Pipe 






Supply Pipe '] 


8" 


10" 


12" 


pi-£t: 


Top of Tank 




8" 


10" 


12" 


SCO 


1550 


2500 


Max : Height of Water 


- ■ 35 1 


972 


1700 


2600 


855 


1492 


2402 


13 34 1 


943 


1650 


2.515 


821 


1434 


2306 


12 




33 


914 


1600 


2430 


780 


1377 


2210 




11 




32 


886 


1550 


2346 


751 


1319 


2114 




10 




31 


857 


1500 


2261 


717 


1262 


2018 




9 




30 


828 


1450 


2177 


692 


ia04 


1922 




8 




29 


800 


1400 


2092 


658 


1140 


1820 




7 




28 


772 


1350 


2008 


623 


1088 


1730 




6 




27 


743 


1300 


1923 


588 


1030 1034 


5 




26 


714 


1250 


1828 


554 


973 


1538 




4 




25 


686 


1200 


1754 


519 


915 


1442 




3 




24 


657 


1150 


1669 


485 


858 


1346 


2 




23 


628 


1100 


1585 


450 


800 


1250 


1 




22 


600 


1050 


1500 




438 



WOODEX T.A^s'KS. 



The floor or bottom of tank is usually 3 in. thick of 8- to 12-in. 
plank full length without spUcing and ever>' joint machine- 
made. The planks should be joined by 1-in. dowel pins about 
30-in. centers. 

The hoop bands around the tank are usually flat., although 
round hoops are coming into general use and oval or half round 
hoops are also used to some extent. The band iron lugs are 
usually fastened to the hoops by rivets or a single- or double- 
bolt cast lug connection is used. The hoop should be of wrought 
iron rather than steel. 

The frame or tower for a wood tank is commonly a twelve- 
post structure of 12" X 12" timber braced according to height. 

Usually the tank is roofed over and the supply and discharge 
pipes are enclosed and insulated. In cold climates the tower is 
housed in and a smaU stove is installed,, the stove pipe extending 
up through the tank. In some cases the entire tank is housed 
in, as shown in Fig. 209. 

A 50.000-gal. tank with steel substructure, recommended by 
the A. R. E. A., is shown in Fig. 207. The approximate average 
cost is about $2500. 



TABLE 116. — APPROXDJL^TE COST OF WATER TANKS COMPLETE; FOR 

TOWERS 20 FEET HIGH FROM R_\rL TO TANK FLOOR. 



XOTX. — Ir- 
generally are :: 





HMght tank 

Staves. 1 


rhametca* 
tank. 


Ser_L-ri.:'- :-.ci, 


El 

F:^ - • 


11,— C.O:^c^l 

tanV^. wood. 


10 000 


F:. 

10 
12 

It 

16 
16 


IS 

21 
22 
25 
27 


$ii:)oo-i2»« 

1200-1.500 
1500-1800 
1800-2200 
2600-3000 
3500-3800 






20.000 






30.000 
40.000 
50.000 
60,000 


$1,500-1700 
2200-2600 
3000-3500 
3800-^300 


$1800-2100 
2300-2800 
3300-3800 
4300-4800 



i 



ipirfy pipes. 



Liie estiTi -.Tft o: w^'.e; 



WOODEN TANKS, 



439 



.Copper or Galv. Iron Cap 
i"x6\ ^"Pl. 



^g Bolt in Trus 

Rafter 
Others 
Spiked 
^' Round 

%" Boards 




Foundations to be _„ . .„, . I , , 
of Concrete or su\h ^^^^ Elevation to be parallel 
/uitable '. ocal masonry with the track 
blb is not affected bjiWater. 



Fig. 207. A. R. E. A. Recommended Wooden Tank. Capacity 
50,000 U. S. GaUons. 



440 



C. p. R. WOODEN TANKS. 




Fig. 208a. 



Fig. 208b. 




Fig. 208c. 
Water Tanks- 



C. p. R. WOODEN TANKS. 441 

The C. P. R. standard enclosed type of water tank illustrated, 
Fig. 209, is used at points where climatic conditions are severe, 
and where it is necessary to provide protection for winter 
service. 

A concrete foundation supports a 12-post structure and an or- 
dinary water tank; around this is built a frame enclosure which 
is roofed in and double sheathed on the outside, and a stove is 
generally provided for heating purposes. 

The approximate cost of this structure is about $3500, complete 
in place. 

A brief description of a 50,000-gal. enclosed water tank, the 
C. P. R. standard, is as follows: 

Foundations. — Masonry or concrete piers under each post, 
1 ft. 6 in. square at top and 4 ft. square at bottom, depth 5 ft. 
The piers of the outer posts are extended to catch the founda- 
tion sills of the housing. 

Posts. — Outer 12'' X 12'', inner 12" X 16" upright, well 
braced and tied with rods, 12" X 12" framing and 12" X 16" 
cross beams, with oak corbels at top of posts and 4" X 12" 
joists over, covered with 3-in. plank. 

Tuh. — 16-ft. staves, bottom outside diameter 24 ft., top out- 
side diameter 23 ft., cedar staves 3 in. thick with iron bands at 
varying intervals on the outside. 

Housing. — The housing consists in building an ordinary frame 
structure around the tank, supported on cedar sills resting on 
the foundation piers. The walls are octagon-shaped, set back 
to get 18 in. clear at the tub, studs 2" X 6" at 2-ft. centers, 
doubled at corners, with 4" X 6" wall plates, and 2" X 6" 
stiffeners, and double boarding on the outside with building 
paper between. The roof is made of 2" X 6" rafters and ties, 
covered on the outside with T. & G. boarding and shingles or 
ready roofing on top. The frame is held to the main posts of 
the tank with. 2" X 6" braces. 

Fixtures. — The fixtures consist of a tank valve and outlet 
pipe with elbow, to which is attached a sway pipe with hold- 
fasts, pull chain, hangers, counterweights, sheaves, eyebolts, 
guide pipes, valve rod, indicator, pulley, chains, sheaves and 
float. 



442 



C. p. R. STANDARD WOODEN TANKS. 



n^ JO apis 82nT!£) 




Bpnop joj d33p,,T sai°q„^^ Q u^ 





fl 


■z 








03 


^ 





> 


• 


_l 


m 


LU 






t3 



























10 




>. 




■tj 













(^ 




a 




03 









M 




d 


— 


03 




H 




C. p. R. STANDARD WOODEN TANKS. 



443 



^N 1° Plank Walk 
. s 

s^v\<2-2 i 6 WaU Plates 




HALF ROOF PLAN 



SECTION D.D 




N0.IIA Std, Doors 

SECTION 8.B SECTION C.C 



Fig. 209 (Continued). C. P. R. Standard Water Tank. Capacity 
50,000 U. S. GaUons. 



444 



COST OF WATER TANKS. 



The approximate cost of a number of water storage tanks 
obtained from 12 railroads as given by the A. R. E. A. are as 
follows : 



TABLE 117. — APPROXIMATE COST OF WATER TANKS. 



No. 



10 

11 
12 
13 
14 
15 

16 
17 
18 
19 
20 

21 
22 
23 
24 
25 

26 
27 
28 
29 
30 



Rated 
capacity, 



10,000 
30,000 
32,000 
47,000 
47,000 

47,300 

48,600 
48,600 
50,000 
50,000 

50,000 
50,000 
50,000 
50,000 
50,000 

50,000 
50,000 
50,000 
47,000 
47,000 

50,000 
100,000 
50,000 
50,000 
65,000 

t65,000 

t65,000 

100,000 

tl65,000 

t 165, 000 



Construction materials. 



Foundation. 



Concrete . 
Concrete . 
Stone. . . . 
Concrete . 
Concrete . 

Stone. . . . 
Stone. . . . 

Piles 

Concrete . 
Concrete . 

Concrete . 
Concrete . 
Concrete . 
Concrete . 
Concrete. 

Concrete. 
Concrete. 
Concrete. 
Concrete. 
Concrete . 

Concrete . 
Concrete . 
Concrete . 
Concrete . 
Concrete . 

Concrete . 
Concrete . 
Concrete . 
Concrete. 
Concrete . 



Tower. 



18' timber 
13' timber 
18' timber 
Timber . . . 
Timber . . . 

18' timber 
18' timber 
18' timber 
16' timber 
32' timber 

Timber. . . 
22' timber 
12' timber 
17' timber 
27' timber 

16' steel. . 
32' steel. . 

Steel 

Brick 

Brick 

Brick 

Steel 

16' steel. . 
32' steel. . 
Steel 

None. ... 

None 

Steel 

None 

None 



Tank. 



Wood 
W^ood 
Wood 
Wood 
Wood 

Wood 
Wood 
Wood 
Wood 
Wood 

Wood 
Wood 
Wood 
Wood 
Wood 

Wood 
Wood 
Wood 
Wood 
Wood 

Wood 

Wood 

Steel 

Steel 

Steel 

Steel 
Steel 
Steel 
Steel 
Steel 



Costs (approx. average). 



Foun- 
dation. 



$ 75 

120 
195 
497 
248 

438 
400 
95 
396 
420 

200 
196 
300 
312 
312 

255 
275 
424 
730 
1952 

*1300 
900 
255 
265 
308 

1586 
t869 
700 
t586 
t869 



Super- 
struc. 



$ 660 
1150 
1102 
1665 
2008 

1312 
1204 
1266 
1404 
1680 

1300 
1204 
1200 
1488 
1688 

2095 
2475 
1704 
2466 
2466 

1200 
2100 
2295 
2685 
2238 

1987 
1987 
2800 
4228 
4228 



Total. 



$ 735 
1270 
1297 
2162 
2256 

1750 
1604 
1361 
1800 
2100 

.1500 
1400 
1500 
1800 
2000 

2350 
2750 
2128 
3196 
4418 

2500 
3000 
2550 
2950 
2546 

2573 
2856 
3500 
4814 
5097 



Per M. 

gal. 



$73.50 
42.33 
40.53 
46.00 
48.00 

37.00 
33.00 
28.00 
36.00 
42.00 

30.00 
28.00 
30.00 
36.00 
40.00 

47.00 
55.00 
42.56 
68.00 
94.00 

50.00 
30.00 
51.00 
59.00 
39.17 

39.59 
43.94 
35.00 
29.18 
30.89 



* No. 21 — Foundation cost includes tower. 

t Nos. 26, 27, 29 and 30; standpipe type capacity above the twelve-foot line. Costa are for 
warm and cold climates respectively. 



PUMP LOCATION UNDER TANK. 



445 



In some locations it is convenient to place the pumping outfit 
in the enclosure under the tank, and when this is done the layout 
as shown on Fig. 210 is usually adopted, when the enclosed 
type of tank is used. 




Note :-Height of coal supported by 
Studding, should be limited 
to 4'0'to avoid bulging of 
housing. 



SECTION A-A 



Fig. 210. 



In many situations it is often desirable to place the tank away 
from the track and to feed to the locomotive through a standpipe. 
The discharge in U S. gallons per minute from water tank to 
standpipe for various supply pipes is given in Table 115, page 437. 



446 STEEL TANKS. 

Steel Tanks. 

The necessity for tanks of large capacity and the scarcity and 
high cost of select timber for wooden tanks has brought about 
the development of the steel tank. 

The conical bottom tj^pe of steel tank, Fig. 212, on account 
of its adaptability to act as a settling basin for the purpose of 
precipitating matter carried in suspension, and the ease with 
which the resultant sludge can be washed out without inter- 
rupting service, has made it very satisfactory for railway water 
supply storage and a number of roads have adopted this type 
of tank as standard. 

The design combines strength, durability and pleasing appear- 
ance. All surfaces, both inside and outside, are open for in- 
spection, and are easily accessible for painting. 

The tank is built of large diameter, and shallow depth, so as 
to reduce the variation in pressure to the lowest practical limits. 
The large riser acts as an inlet pipe to the tank and also as a 
settling basin for any sediment in the water. It is equipped at 
the extreme bottom with a washout valve, so that the sediment 
can be washed out at any time without emptying the tank and 
interrupting its service. The outlet pipe extends several feet 
above the bottom of the large riser so that only clear water is 
drawn off. The riser pipe is made large enough so as to pre- 
vent freezing under regular working conditions, and eliminates 
under ordinary conditions the need of any temporary wooden 
frost casing. The fact that the large riser is riveted directly 
to the flexible tank bottom obviates the need of any expansion 
joint. 

For locations where the temperature will fall below 20 de- 
grees below zero or for isolated cases where the service is inter- 
mittent and irregular, the use of a stove is recommended for 
heating the tank. This can be accomplished by raising the 
bottom of the large riser about 7 ft. 6 in., which will provide 
sufficient space for the heating stove; around this space a 
double wooden frost casing should be provided extending from 
the top of the center foundation pier to the tank bottom. The 
casing would consist of two thicknesses of |-in. boards and two 
layers of heavy tarred roofing felt with a 4-in. dead air space 



COST OF STEEL TANKS. 



447 



outside the steel riser. The stove pipe would extend from the 
raised bottom of the large riser up through the tank to about 
1 ft. 6 in. above the apex of the roof. 

In addition to the stove pipe there are two additional pipes 
run through the tank to convey the intense hot air from the 
stove in the lower portion to the roof portion of the tank, and to 
conserve this heat as much as possible the roof is insulated in- 



Baill Indicator* 




Fig. 211. 



side with double boarding and tar paper between; the lower 
chamber under the tank is also insulated in the same manner. 
(Fig. 211.) 

An ice fender is used to protect the valve from being jammed 
or damaged by floating ice, when locomotives are taking water. 

Cost of Steel Water Tanks. — The cost of the steel tanks will 
vary according to location, the distance it has to be transported, 
and the kind of labor available. For ordinary conditions, the 
following prices for various sizes of tanks are a fair average: 



448 



50,000-GALLON STEEL TANK. 




6 Blow-ofif Valve 



Lead Joint 




Fig. 212. Capacity 50,000 U. S. Gal. 22 Ft. Diam. 



TABLE 118. — COST OF STEEL WATER TANKS. 
(Height from top of rail to valve outlet on tank 20 ft.) 



Capacity of 

tank, U. S. 

gallons. 


Cost of tank 
and founda- 
tion. 


lO-in. spout 

and outlet 

fixtures. 


If large riser is 
frost cased. 


'Engineering 
and contingen- 
cies. 


Total 
cost. 


50.000 


$2600 


S150 


$175 


S275 


$3200 


60,000 


2860 


150 


175 


315 


3500 


70,000 


3100 


150 


175 


370 


3800 


80,000 


3415 


150 . 


175 


360 


4100 


100.000 


3850 


150 


175 


428 


4600 


150,000 


5315 


150 


175 


560 


6200 


200.000 


6600 


150 


175 


675 


7600 



Above prices are for the material and the erection of the tank 
complete, ready for the connection of the service pipes; if it is 
desired to house in under the tank to accommodate a pumping 
outfit, an additional $350 should be added to the above figures. 



PUMPS. 



449 



Pumps. 

Water Pumping. — To ascertain the most economical outfit 
for pumping water at any proposed water station necessitates a 
study of the surrounding conditions and requirements before 
the most suitable type of plant can be determined. 

Its economy depends upon the proper proportioning of the 
suction and discharge pipes and the ratio of steam and water 
cylinders under working pressure. 

The working pressures vary according to the height and dis- 
tance the water has to be pumped. 

Steam Pumps. — The duplex steam pump with vertical boiler 
when properly set up on solid foundation and anchored to work 
without vibration is thoroughly satisfactory. 

Its first cost is a good deal less than the gasoline, oil, or electric 
outfit, and for ordinary conditions the following is a fair average. 

TABLE 119. — STEAM PUMPS AND BOILERS. ' 
Table of Capacities. 



Capacity, 

U.S. 

gallons 

per min. 


Duplex pumps. 


Pipes. 


Boilers. 


-1-3 


s 

ID 

m 


0) 

5 
5 
5 


6 

s 

02 


a 
.2 


6 

•a. 

o 
m 




4^ 




<o 

<S 

a 

o3 


-1-3 

M 


2" Tubes. 


d 


J* 

-(-3 

a 


100 
150 
200 


100 
150 
200 


6 

7 
8 


7 
10 
12 


5 
5 
6 


4 
4 
5 


1 
1 
2 


21 


10 
15 
20 


30 
36 

42 


72 
84 
96 


54 
68 

85 


27 
38 

48 



Combined Pumps. — For large supply gasoline or oil is very 
economical. The combined pumper is very successful and sat- 
isfactory in many situations. 

There may be no saving in using oil or gasoline instead of 
coal when the labor of the operator cannot be used in connec- 
tion with other work. 

When gasoline is used and the pump is placed under the 
tank, stoves may have to be used during winter months to keep 
pump and water from freezing. 

The cost of the fuel for fire purposes under tank would be 

approximately : 

For coal $20.00 

For labor 58.00 

Total $78.00 or $13.00 per month 



450 STEAM, OIL, AND GASOLINE PUMPS. 

TABLE 120. — COMBINED GASOLINE ENGINES AND PUMPS. 



H.P. 


Adjustable 
stroke. 


C^-linders. 


Gallons per 
minute. 


Feet head. 


Suction. 


Discharge. 


8 
10 
15 


8, 9, 10 
8, 10, 12 
8, 10, 12 


5-7 

7-8i 
7-81 


66^-146 
133-295 
140-310 


145-319 

90-200 

127-281 


4 
6 
6 


4 
5 

5 



Comparison Estimates of Steam, Oil, and Gasoline. 
Conditions. — Pump to deliver 200 gaL per minute working 
10 hours per day and 300 days per year, against an equivalent 
head of 200 ft. or 10 theoretical horsepower. 

Steam Pump and Boiler. 

One 8" X 5" X 12'' pump and boiler complete, from Table 121 ... . $540. 00 

Connections and contingencies 60 . 00 

Total $600.00 

Cost of Operating. — 

Assuming 20 pounds of coal per horsepower hour = 200 pounds X 

10 hours = 1 ton X 300 = 300 tons per year at $2.25 $675.00 

Attendance by station agent or portion of a regular pumpman's 

time at $10 per month . 120.00 

Oil and waste. 25.00 

Repairs and maintenance 50 00 

Total per year $870.00 

or $2.90 per day, or 29 cents per hour, or about 2| cents per 1000 
gal. If necessary to have a pumpman all the time, $300 more 
would have to be added for his wages, mailing the cost about 
3| cents per 1000 gal. 

Oil Combined Pumper. 

8" X 12" pump direct connected, from Table 122 $1200.00 

Connections and contingencies 120.00 

$1320.00 
Cost of Operating. — 

Coal oil 15 cents per gallon. 

Assuming 1^ cents worth of coal oil per horsepower per hour, in- 
cluding waste and handling = 10 X U = 15^ X 10 = $1.50 X 300 $450.00 

Attendance by station agent or portion of a regular pumpman's 

time at $10 per month 120.00 

Lubricating oil and waste 30 . 00 

Repairs and maintenance 90.00 

Total $090.00 

or $2.30 per day, or 23 cents per hour, or 1.9 cents per 1000 gal. 
If necessary to have a pumpman all the time, $300 more would 
have to be added for his wages, making the cost about 2J cents 
per 1000 gal. 



COST OF OPERATING. 



451 



Gasoline Combined Pumper. 

8" X 12" pump direct connected, from Table 122 $1200.00 

Connections and contingencies 120 . 00 

$1320.00 
Cost of Operating. ' — 

Gasoline 18 cents per gallon. 

Assuming ^q imperial gallon per horsepower hour = 1 gallon = 

18^ X 10 = $1.80 X 300. $540.00 

Attendance by station agent or portion of a regular pumpman's 

time at $10 per month 120.00 

Lubricating oil and waste 30 . 00 

Repairs and maintenance 90 . 00 

$780.00 
or $2.60 per day, or 26 cents per hour, or 2.2 cents, about, per 
1000 gal. If necessary to have a pumpman all the time, $300 
more would have to be added for his wages, making the cost 
about 3 cents per 1000 gal. 



Position of pipe with Gate Valve 
■wlien pump is located under Tank 



Steam Pipe to Injecto 
and hose Connection'^ 
Glohe Valx 



Boilet.Feed Pipe. 



Check Valve - 
Drain Pipe from" 
Injector to Ashpit c 



5^ "Water Line from 
Pump Discharge to Barrel 




Pipe 



4 Gate Valve 

SIDE ElEV. 



Steam Pump and Boiler Layout. 

It will be noted from the foregoing that the approximate cost 
of pumping water is as follows : 

Oil engine 1.9 to 2.75 cents per 1000 gal. 

Gasoline engine 2.2 to 3.00 cents per 1000 gal. 

Steam pump and boiler 2.5 to 3.25 cents per 1000 gal. 

There are many elements that enter into the cost of pumping 
water that may bring the figures up to double the amounts given. 
The sizes of suction and discharge pipes are quite as important as 
the pumps, and if these are figured too small, poor results will be 
obtained at an additional cost. 

The question of using oil, gasoline, or steam depends a good 
deal on the location and existing conditions and the means at 
hand for having them looked after in case of repairs. Fuel 
supply, including depreciation and first cost, has also to be 
considered. 



452 



COST OF STEAM PUMPS AND BOILERS. 



TABLE 121. — APPROXIMATE COST OF DUPLEX STEAM PUMPS AND 
BOILERS FOR RAILWAY SERVICE 



« 


Equiva- 
lent. 


Pumps. 




Pip 


es. 




"o 




Boilers. 


: 2 


1^ 


too c 


T3 

i 

Ft. 


03 
i 


1 




6 

s 


3 


o 

1 


® 


1 


2 • 

8S. 

o :3 
^°- 
< 




e 


.1^ 


2-in. 
tubes. 


73 

ii 

g. 
< 


_ o . 


Capacity 

Ions, 10 

per 


a 
:2: 


+3 
bC 
C 


on." 

^§ 

a 3 

< ^ 




Lb. 


In. 


In. 


In. 


In. 


In. 


In. 


In. 






In. 


In. 




In. 






65 


185 


80 


6 


4 


6 


4 


3 


1 


11 


$100 


5 


24 


60 


31 


18 


$105 


$250 


102 


115 


50 


6 


5 


6 


4 


3 


1 


W 


120 


5 


24 


60 


31 


18 


105 


270 


119 


115 


50 


6 


5 


7 


5 


4 


1 


1| 


135 


10 


30 


72 


54 


27 


150 


350 


119 


155 


68 


7 


5 


7 


5 


4 


1 


U 


150 


10 


30 


72 


54 


27 


150 


360 


136 


115 


50 


6 


5 


8 


5 


4 


1 


U 


160 


10 


30 


72 


54 


27 


150 


380 


136 


155 


68 


7 


5 


8 


5 


4 


1 


u 


170 


12 


30 


84 


54 


38. 


160 


400 


170 


155 


68 


7 


5 


10 


5 


4 


1 


w 


240 


15 


36 


84 


68 


38 


190 


500 


171 


110 


47 


7 


6 


7 


5 


4 


1 


u 


200 


10 


30 


72 


54 


27 


150 


420 


1171 


145 


63 


8 


6 


7 


5 


4 


2 


2^ 


230 


15 


36 


84 


68 


.38 


190 


510 


204 


205 


89 


8 


5 


12 


5 


4 


2 


2^ 


260 


20 


42 


96 


85 


48 


230 


600 


232 


80 


35 


7 


7 


7 


6 


5 


U 


2 


200 


10 


30 


72 


54 


27 


150 


420 


244 


110 


47 


7 


6 


10 


5 


4 


U 


2 


260 


15 


36 


84 


68 


38 


190 


540 


244 


145 


62 


8 


6 


10 


5 


4 


2 


2§ 


270 


20 


42 


96 


85 


48 


230 


600 


266 


105 


46 


8 


7 


8 


5 


4 


li 


2 


280 


15 


36 


84 


68 


38 


190 


570 


266 


165 


71.4 


10 


7 


8 


5 


4 


2 


2i 


320 


20 


42 


96 


85 


48 


230 


660 


283 


145 


62 


8 


6 


12 


5 


4 


2 


2^ 


290 


20 


42 


96 


85 


48 


230 


630 


283 


225 


98 


10 


6 


12 


5 


4 


2 


2\ 


310 


40 


48 


114 


128 


57 


420 


880 


283 


325 


140 


12 


6 


12 


5 


4 


2i 


3 


460 


50 


54 


114 


174 


57 


660 


1350 


332 


80 


35 


7 


7 


10 


6 


5 


U 


2 


300 


15 


36 


84 


68 


38 


190 


600 


398 


105 


45 


8 


7 


12 


6 


5 


U 


2 


315 


20 


42 


96 


85 


48 


230 


660 


398 


165 


71.4 


10 


7 


12 


6 


5 


2 


2^ 


370 


40 


48 


114 


128 


57 


420 


950 


398 


240 


103 


12 


7 


12 


6 


5 


2| 


3 


460 


50 


54 


114 


174 


57 


660 


1350 


398 


325 


140 


14 


7 


12 


6 


5 


2^ 


3 


530 


70 


54 


Hor. 40 


192 


770 


1560 


522 


80 


35 


8 


8 


12 


6 


5 


H 


2 


510 


20 


42 


96 1 85 


48 


230 


900 


522 


125 


54 


10 


8 


12 


6 


5 


2 


2^ 


530 


40 


48 


114 I 128 


57 


420 


1140 


522 


182 


78.75 


12 


8 


12 


6 


5 


2i 


3 


540 


50 


54 


114 


174 


57 


660 


1440 


522 


250 


108 


14 


8 


12 


6 


5 


21 


3 


590 


70 


54 


Hor.' 40 


192 


770 


1650 


522 


325 


140 


.16 


8 


12 


6 


5 


1\ 


3 


690 


100 


66 


Hor. 60 


192 


1050 


2100 


816 


50 


22 


8 


10 


12 


6 


5 


2 


1\ 


570 


20 


42 


96 85 


48 


230 


960 


816 


115 


50 


12 


10 


12 


6 


5 


2^ 


3 


600 


50 


54 


114 174 


57 


660 


1520 



TABLE 122. — APPROXIMATE COST, GASOLINE COMBINED PUMPS. 



Horse- 
power. 



o 
8 
10 
15 
20 
25 



Adjust- 
able 
stroke, 
inches. 



8, 9, 10 
8, 9, 10 
8. 10, 12 
8, 10, 12 
8, 10, 12 
8, 10. 12 



Strokes 

per 
minute. 



91 

971 
100 
105 
110 
109i 



Cylinder, 
inches. 



4i-7 
5-7 

7-8^ 
7-8J 
7-8i 

s-m 



Gallons per 

minute, 
pump dis- 
placement. 



51-137 
66^-146 
133-295 
140-310 
147-324 
215-494 



Ft. head, 



96-259 
145-319 

90-200 
127-281 
163-360 
134-356 



Suc- 


Dis- 


tion. 


charge. 


3-4 


3-4 


4 


4 


6 


5 


6 


5 


6 


5 


7 


6 



Approxi- 
mate cost 
in place. 

$ 600 

900 
1200 
1600 
2000 
2300 



PUMP DATA. 453 

Pumps. — When practicable the pump is placed under the 
tank, or in a separate pump house when the source of supply 
renders it necessary. 

The pump may be operated by air, motor, steam, gasoline, oil, 
gas, or electric motor, and in some instances by the hydraulic 
ram driven by the fall or force of running water. 

The most popular in common use is the duplex type of steam 
pump, with an independent vertical boiler to supply steam to 
operate the pump, or a steam pipe is run from the local boiler 
house when convenient and the pump boiler dispensed with. 

The gasoline direct-connected combined pumper is also fa- 
vored to a large extent, and also the electriC-driven motor where 
power is cheap. 

When selecting or investigating a pump, the following in- 
formation is necessary : 

(a) Maximum quantity of water to be pumped per minute. 
(6) Height to be lifted by suction. 

(c) Length and diameter of suction pipe and number of 

angles or turns. 

(d) Height to which water has to be forced, from pump to 

top of tank. 

(e) Length and diameter of delivery pipe and number of 

angles or turns. 
(/) Pressure of steam to be used. 

When the above information is known the following should be 
estimated : 

(a) Capacity (Table 123). 

(6and^) Lift (Table 126). 

(c and e) Pipe friction (Table 127). 

(/) Power to be provided to raise the water, to overcome the 
friction of the water in pipes, and bends, and to over- 
come the friction in pump, and connections to the 
engine. 

The lift and pipe friction pressures equal the total pressure 
against which the pump has to work, and the area of the water 
cylinder multiplied by this pressure equals the total resistance. 



454 ENGINE HORSEPOWER. 

The area of the power cyhnder multipHed by the working 
pressure equals the total power pressure, and the ratio of power 
to resistance must be sufficient to move the piston at the re- 
quired speed. For this, an excess of 33 to 50 per cent is usually 
allowed. When the capacity, lift, and friction heads are figured, 
the power necessary to drive the pump may be obtained from 
Table 124. 

As it is not necessary to deliver the water to the tank at high 
pressure, steam economy is obtained when the ratio of steam 
and water piston area is proportioned for the actual conditions, 
using, of course, the nearest commercial size pump. 

Example. — A equals 200 gal. per minute; B, 15 ft. (pump 
set directly over well) ; C, suction pipe 5 in. diameter, 15 ft. deep 
in well, one elbow; D, 45 ft.; E, 4 in. diameter, delivery pipe 
5000 ft. in length, two elbows; F, 80 lb. boiler pressure. 

Lift or actual head (B -\- D) = 15+45 equals 60 ft. 

Pipe friction (C) 5-in. pipe 15 ft. long 

(Table 127) 0.42 X tVo equals 0.063 

1 5-in. elbow (Table 128) equals 0.068 

{E) 4-in. pipe 5000 ft. long + 60 ft. 

= 5060 ft. = 1.22 X -Wir equals 61.732 

2 4-in. elbows = 0.172 X 2 equals 0.344 

Total pipe friction equals 62,207 

Equivalent height of water for friction 

pressure = 62.207 X 2.3* equals 143 ft. 

Total head against which the pump 

has to work equals 203 ft. 

Referring to Table 121, under 205 ft. head an 8'' X 5" X 12" 
pump is given. 

Power. — Horsepower necessary to raise water (Table 124) 

200X8JX203 ,^^, 
= 33;000 = ^^'^ horsepower. 

Pump friction, back pressure, 
and steam losses say 40 per cent = 4.12 horsepower. 

Total, 14.42 horsepower. 

* 2.3 = height of water for 1 pound per square inch pressure. 



CAPACITY AND SPEED. 



455 



Engine Horsepower. — Assuming that the engine is running 100 
strokes per minute, and (F) 80 lb. boiler pressure, cutting off one- 
fourth stroke. 



Horsepower = 



47.7 X 1 ft. X 2 X 50.26 XlOO 



= 14.5. 



33,000 

Lift and pipe friction pressure = (203 ft.) = 87.93 lb. 
Area of water cyHnder (5 in.) =19.63. 
■ Total resistance = 19.63 X 87.93 = 1735 lb. 
Area of steam cylinder (8 in.) = 50.26. 
Working pressure 
Total power pressure 
Ratio of power to resistance 

Capacity. — The capacity of a pump depends upon the speed 
at which it can be run, and the speed depends largely upon the 
arrangement of valves and passageways for water and steam; 
ordinarily it is reckoned by the gallons per minute the pump 
plunger can deliver at the average speed of piston travel. 

For short-stroke pumps, generally used in railroad water tank 
service, the piston travel may be rated at 100 strokes per minute. 

stroke X area 



= 47.7 lb. 

= 50.26 X 47.7 = 2397 lb. 

= 1.4 to 1, or 40 per cent. 



Capacity per stroke in gallons = 



231 



231 = cubic inches in a gallon of water. 



TABLE 123. — CAPACITY OF PUMPS PER STROKE IN GALLONS (ONE 

PLUNGER). 



Diam- 


Area, 






Length of stroke in inches. 




eter, 


water 
cylin- 
















water 




















cylinder. 


der. 


5 


6 


7 


8 


9 


10 


12 


14 


16 


In. 


Sq. in. 




















4 


12.56 


0.272 


0.326 


0.381 


0.435 


0.489 


0.544 


0.652 


0.761 


0.870 


5 


19.63 


0.425 


0.51 


0.595 


0.68 


0.765 


0.85 


1.02 


1.19 


1.36 t 


6 


28.27 


0.612 


0.734 


0.877 


0.979 


1.101 


1.224 


1.468 


1.713 


1.958 


7 


38. 4S 


0.833 


0.999 


1.166 


1.332 


1.499 


1.666 


1.999 


2.332 


2.665 


8 


50.26 


1.088 


1.305 


1.523 


1.740 


1.958 


2.176 


2.611 


3.046 


3.481 


9 


63.61 


1.377 


1.652 


1.928 


2.203 


2.478 


2.764 


3.304 


3.855 


4.406 


10 


78.54 


1.7 


2.04 


2.38 


2.72 


3.06 


3.4 


4.08 


4.76 


5.44 


11 


95.03 


2.057 


2.464 


2.879 


3.291 


3.725 


4.113 


4.936 


5.759 


6.582 


12 


113.09 


2.448 


2.937 


3.422 


3.916 


4.406 


4.896 


5.875 


6.854 


7.833 


14 


153.93 


3.331 


3.997 




5.33 


5.996 


6.663 


7.994 


9.328 


10.66 


15 


176.71 


3.824 


4.589 




6.119 


6.884 


7.649 


9.178 


10.70 


12.23 


16 


201.06 


4.35 


5.22 




6.96 


7.83 


8.703 


10.44 


12.18 


13.92 



Gallons delivered in one minute equal capacity per stroke multiplied by strokes per minute. 
For duple piston or plunger, multiply by 2. For triplex piston or plunger, multiply by 3. 



456 CAPACITY AND SPEED. 

Example. — What quantity of water is delivered per minute 
with a duplex pump 5-in. water and 7-in. stroke, piston speed 
100 strokes per minute? Ans. 0.595 X 2 X 100 = 119 gal. per 
minute. 

Speed. — A piston travel of 100 ft. per minute is the basis 
generally used for rating the capacity of a pump. If short- 
stroke pumps, however, are run at this speed they would not 
be durable for every-day service, and 100 strokes rather than 
100 ft. is a more reasonable service. Even this is high for rail- 
way service; 50 to 75 ft. is nearer the mark. 

At a piston speed of 100 ft. per minute the pump would have 
to make the following strokes: 

Three-inch stroke pump, 400 strokes per imnute. 
Four-iach stroke pump, 300 strokes per minute. 
Five-inch stroke pump, 240 strokes per minute. 
Six-inch stroke pump, 200 strokes per minute. 
Seven-inch stroke pump, 171+ strokes per minute. 
Eight-inch stroke pump, 150 strokes per minute. 
Nine-inch stroke pump, 133+ strokes per minute. 
Ten-inch stroke pump, 120 strokes per minute. 
Eleven-inch stroke pump, 109+ strokes per minute. 
Twelve-inch stroke pump, 100 strokes per minute. 

A steam pump and boiler layout as used by the C. P. R. in 
many installations of this kind is shown on page 451. The boiler, 
steam pump and feedwater barrel are nested together to take up 
as Uttle space as possible and to economize in piping and fixtures. 



THEORETICAL HORSEPOWER. 



457 



Theoretical Horsepower. 

Theoretical horsepower necessary to raise water any height 

_ gallons per minute X 8.33 X height in feet 
~ ^ 33,000 

= horsepower per minute. 
8.33 = weight of a gallon of water. 
33,000 = number of foot-pounds per minute in one horsepower. 



TABLE 124. — THEORETICAL HORSEPOWER TO RAISE WATER TO 
DIFFERENT HEIGHTS. 



U.S. 


U.S. 






Height in feet. 




gallons 


gallons 










per 


per 






















minute. 


hour. 


20 


25 


30 


35 


40 


45 




50 


60 


75 


20 


1,200 


0.100 


0.125 


0.150 


0.175 


0.20 


0.22 




0.25 


0.30 


0.37 


25 


1,500 


0.125 


0.156 


0.187 


0.219 


0.25 


0.28 




0.31 


0.37 


0.47 


30 


1,800 


0.150 


0.187 


0.225 


0.262 


0.30 


0.34 




0.37 


0.45 


0.56 


35 


2,100 


0.175 


0.219 


0.262 


0.306 


0.35 


0.39 




0.44 


0.52 


0.66 


40 


2,400 


0.200 


0.250 


0.300 


0.350 


0.40 


0.45 




0.50 


0.60 


0.75 


45 


2,700 


0.225 


0.281 


0.337 


0.394 


0.45 


0.51 




0.56 


0.67 


0.84 


50 


3,000 


0.250 


0.312 


0.375 


0.437 


0.50 


0.56 




0.62 


0.75 


0.94 


60 


3,600 


0.300 


0.375 


0.450 


0.525 


0.60 


0.67 




0.75 


0.90 


1.12 


75 


4,500 


0.375 


0.469 


0.562 


0.656 


0.75 


0.84 




0.94 


1.12 


1.40 


90 


5,400 


0.450 


0.562 


0.675 


0.787 


0.90 


1.01 




1.12 


1.35 


1.68 


100 


6,000 


0.500 


0.625 


0.750 


0.875 


1.00 


1.12 




1.25 


1.50 


1.87 


125 


7,500 


0.625 


0.781 


0.937 


1.094 


1.25 


1.41 




1.56 


1.87 


2.34 


150 


9,000 


0.750 


0.937 


1.125 


1.312 


1.50 


1.69 




1.87 


2.25 


2.81 


175 


10,500 


0.875 


1.093 


1.312 


1.531 


1.75 


1.97 




2.19 


2.62 


3.28 


200 


12,000 


1.00 


1.25 


1.50 


1.75 


2.00 


2.25 




2.50 


3.00 


3.75 


250 


15,000 


1.25 


1.562 


1.875 


2.187 


2.50 


2.81 




3.12 


3.75 


4.69 


300 


18,000 


1.50 


1.875 


2.25 


2.625 


3.00 


3.37 




3.75 


4.50 


5.62 


350 


21,000 


1.75 


2.187 


2.625 


3.062 


3.50 


3.94 




4.37 


5.25 


6.56 


400 


24,000 


2.00 


2.5 


3.00 


3.50 


4.00 


4.50 




5.00 


6.00 


7.50 


500 


30,000 


2.25 


3.125 


3.75 


^.375 


5.00 


5.62 




6.25 


7.50 


9.37 






90 


100 


125 


150 


175 


200 


250 


300 


20 


1,200 


0.45 


0.50 


0.62 


0.75 


0.87 


1.00 




1.25 


1.50 


25 


1,500 


0.56 


0.62 


0.78 


0.94 


1.09 


1.26 




1.56 


1.87 


30 


1,800 


0.67 


0.75 


0.94 


1.12 


1.31 


1.50 




1.87 


2.25 


35 


2,100 


0.79 


0.87 


1.08 


1.31 


1.53 


1.75 




2.19 


2.62 


40 


2,400 


0.90 


1.00 


1.25 


1.50 


1.75 


2.00 




2.50 


3.00 


45 


2,700 


1.01 


1.12 


1.41 


1.69 


1.97 


2.25 




2.81 


3.37 


50 


3,000 


1.12 


1.25 


1.56 


1.87 


2.19 


2.50 




3.12 


3.75 


60 


3,600 


1.35 


1.50 


1.87 


2.25 


2.62 


3.00 




3.75 


4.50 


75 


4,500 


1.69 


1.87 


2.34 


2.81 


3.28 


3.75 




4.69 


5.62 


90 


5,400 


2.02 


2.25 


2.81 


3.37 


3.94 


4.5 




5.62 


6.75 


100 


6,000 


2.25 


2.50 


3.12 


3.75 


4.37 


5.00 




6.25 


7.50 


125 


7,500 


2.81 


3.16 


3.91 


4.69 


5.47 


6.25 




7.81 


9.37 


150 


9,000 


3.37 


3.75 


4.69 


5.62 


6.56 


7.5 




9.37 


11.25 


175 


10,500 


3.94 


4.07 


5.47 


6.56 


7.66 


8.75 




10.94 


13.12 


200 


12,000 


4.50 


5.00 


6.25 


7.50 


8.75 


10.00 




12.50 


15.00 


250 


15,000 


5.62 


6.25 


7.81 


9.37 


10.94 


12.50 




15.72 


18.75 


300 


18,000 


6 75 


7 50 


9.57 


11.25 


13 12 


15.00 




18.75 


22.50 


350 


21,000 


7 87 


8.75 


10 94 


13 12 


15.31 


17 50 




21.87 


26.25 


400 


24,000 


9.00 


10 00 


12 50 


15 00 


17 50 


20 00 




25.00 


30.00 


500 


30,000 


11 25 


12 5 


15.62 


18 75 


21 87 


25.00 




31.25 


37.50 



458 



ENGINE HORSEPOWER. 



Engine Horsepower. 



Horsepower = 



PXLXAXN 



33,000 

P = average effective pressure in pounds per square inch. 

L = twice the length of piston stroke in feet. 

A = area of piston in square inches. 

N = the number of revolutions of the crank shaft per minute. 



TABLE 125. —AVERAGE STEAM PRESSURE OX 


PISTON 


, IX POUNDS 


PER 






SQUARE INCH. 










Aver, press. throughout the 
piston stroke. (Initial 
press. = 1.) 


0.966 


0.937 


0.919 


0.846 


0.743 


0.699 


0.596 


385 






Grade of expansion of 
steam 


U 


H 


1? 


2 


21 


3 


4 


8 


Steam cut-off 


f 


1 


f 


1 


f 


i 


1 


i 






Initial steam press., lbs. 


















per sq. in. 

25 


24.1 


23.4 


22.9 


21.1 


18.5 


17.4 


19.9 


9.6 


30 


28.9 


28.1 


27.5 


25.3 


22.2 


20.9 


17.8 


11.5 


35 


33.7 


32.8 


32.1 


29.6 


25.9 


24.4 


20.8 


13.4 


40 


38.6 


37.4 


36.7 


33.8 


28.9 


27.9 


23.8- 


15.3 


45 


43.4 


42.1 


41.2 


38.0 


32.6 


31.4 


26.8 


17.3 


50 


48.2 


46.8 


45.9 


42.3 


37.1 


35.0 


29.8 


19.2 


55 


53.0 


51.3 


50.5 


46.6 


40.8 


38.4 


32.8 


21.2 


60 


57.8 


56.0 


55.1 


50.8 


44.5 


41.9 


35.8 


23.1 


65 


62.8 


60.7 


59.7 


55.0 


48.2 


45.4 


38.8 


24.9 


70 


67.5 


65.3 


64.3 


59.2 


52.4 


48.9 


41.6 


26.7 


75 


72.3 


70.0 


68.9 


63.5 


56.1 


52.4 


44.7 


28.6 


80 


77.1 


75.7 


73.5 


67.7 


59.3 


53.9 


47.7 


30.8 


85 


81.9 


80.3 


78.1 


72.0 


63.0 


59.4 


50.7 


32.7 


90 


86.7 


84.0 


82.7 


76.2 


66.8 


62.9 


53.7 


34.6 


95 


91.5 


88.7 


87.3 


80 4 


70.4 


66.4 


56.7 


36.6 


100 


96.4 


93.3 


91.9 


84.5 


74.2 


69.9 


59.6 


38.5 


105 


101.2 


98.0 


96.5 


88.9 


77.9 


73.4 


62.6 


40.4 


110 


106.0 
110.8 


101.7 
106.3 


101.0 
105.6 


93.1 
97.4 


81.6 

85.2 


76.9 
80.4 


66.6 
69.6 


42.3 


115 


44.2 


120 


115.6 


112.0 


110.2 


101.6 


89.0 


83.9 


71.6 


46.2 


125 


120.5 


115.7 


114.8 


105.8 


102.8 


87.4 


74.6 


48.1 



Exa?nple. — What horsepower will a steam engine 8-in. bore 
and 12-in. stroke develop at 100 revolutions of the crank shaft 
per minute, cutting off one-third stroke and having an initial 
pressure 100 lb.? 

P, 100 pounds initial pressure one-third stroke, from table 
= 69.9, less say 14.9 for back pressure = 55 lb. ; L., twice stroke 
= 12" X 2 = 2 ft.; A, area 8-in. piston = 50.26; N, 100; 
hence horsepower of engine 

55 X 2 X 50.26 X 100 



33,000 



= 16.8. 



LIFT OR HEAD OF WATER. 



459 



Lift. — The head of water against which the pump has to 
work, or the pressure due to the height to which the water has 
to be forced, is usually termed the lift, and expressed in pounds 
per square inch = height of water column X 0.434. 

0.434 = pound pressure per square inch exerted by a column 
of water one foot high. 

TABLE 126. — FEET HEAD AND EQUIVALENT PRESSURE IN POUNDS PER 

SQUARE INCH. 



Ft. 


Equiv. 


Ft. 


Equiv. 


Ft. 


Equiv. 


Ft. 


Equiv. 


Ft. 


Equiv. 


head. 


press, in 
pounds. 

0.43 


head. 
65 


press, in 
pounds. 

28.15 


head. 


press, in 
pounds. 


head. 


press, in. 
pounds. 


head. 


press, in 
pounds. 


1 


129 


55.88 


193 


83.60 


257 


111.32 


2 


0.86 


66 


28.58 


130 


56.31 


194 


84.03 


258 


111.76 


& 


1.30 


67 


29.02 


131 


56.74 


195 


84.48 


259 


112.19 


4 


1.73 


68 


29.45 


132 


57.18 


196 


84.90 


260 


112.62 


5 


2.16 


69 


29.88 


133 


57.61 


197 


85.33 


261 


113.06 


6 


2.59 


70 


30.32 


134 


58.04 


198 


85.76 


262 


113.49 


7 


3.03 


71 


30.75 


135 


58.r48 


199 


86.20 


263 


113.92 


8 


3.46 


72 


31.18 


136 


58.91 


200 


86.63 


264 


114.36 


9 


3.89 


73 


31.62 


137 


59.34 


201 


87.07 


265 


114.79 


10 


4.33 


74 


32.05 


138 


59.77 


202 


87.50 


266 


115.22 


11 


4.76 


75 


32.48 


139 


60.21 


203 


87.93 


267 


115.66 


12 


5.20 


76 


32.92 


140 


60.64 


204 


88.36 


268 


116.09 . 


13 


5.63 


77 


33.35 


141 


61.07 


205 


88.80 


269 


116.52 


14 


6.06 


78 


33.78 


142 


61.51 


206 


89.23 


270 


116.96 


15 


6.49 


79 


34.21 


143 


61.94 


207 


89.68 


271 


117.39 


16 


6.93 


80 


34.65 


144 


62.37 


208 


90.10 


272 


117.82 


17 


7.36 


81 


35.08 


145 


62.81 


209 


90.53 


273 


118.26 


18 


7.79 


82 


35.52 


146 


63.24 


210 


90.96 


274 


118.69 


19 


8.22 


83 


35.95 


147 


63.67 


211 


91.39 


275 


119.12 


20 


8.66 


84 


36.39 


148 


64.10 


212 


91.83 


276 


119.56 


21 


9.09 


85 


36.82 


149 


64.54 


213 


92.26 


277 


119.99 


22 


9.53 


86 


37.25 


150 


64.97 


214 


92.69 


278 


120.42 


23 


9.96 


87 


37.68 


151 


65.40 


215 


93.13 


279 


120.85 


24 


10.39 


88 


38.12 


152 


65.84 


216 


93.56 


280 


121.29 


25 


10.82 


89 


38.55 


153 


66.27 


217 


93.99 


281 


121.73 


26 


11.26 


90 


38.98 


154 


66.70 


218 


94.43 


282 


122.15 


27 


11.69 


91 


39.42 


155 


67.14 


219 


94.86 


283 


122.59 


28 


12.12 


92 


39.85 


156 


67.57 


220 


95.30 


284 


123.02 


29 


12.55 


93 


40.28 


157 


68.00 


221 


95.73 


285 


123.45 


30 


12.99 


94 


40.72 


158 


68.43 


222 


96.16 


286 


123.89 


31 


13.42 


95 


41.15 


159 


68.87 


223 


96.60 


287 


124.32 


32 


13.86 


96 


41.58 


160 


69.31 


224 


97.03 


288 


124.75 


33 


14.29 


97 


42.01 


161 


69.74 


225 


97.46 


289 


125.18 


34 


14.72 


98 


42.45 


162 


70.17 


226 


97.90 


290 


125.62 


35 


15.16 


99 


42.88 


163 


70.61 


227 


98.33 


291 


126.05 


36 


15.59 


100 


43.31 


164 


71.04 


228 


98.76 


292 


126.48 


37 


16.02 


101 


43.75 


165 


71.47 


229 


99.20 


293 


126.92 


38 


16.45 


102 


44.18 


166 


71.91 


230 


99.63 


294 


127.35 


39 


16.89 


103 


44.61 


167 


72.34 


231 


100.00 


295 


127.78 


40 


17.32 


104 


45.05 


168 


72.77 


232 


100.49 


296 


128.22 


41 


17.75 


105 


45.48 


169 


73.20 


233 


100.93 


297 


128.65 


42 


18.19 


106 


45.91 


170 


73.64 


234 


101.36 


298 


129.08 


43 


18.62 


107 


46.34 


171 


74.07 


235 


101.79 


299 


129.51 


44 


19.05 


108 


46.78 


172 


74.50 


236 


102.23 


300 


129.95 


45 


19.49 


109 


47.21 


173 


74.94 


237 


102.66 


310 


134.23 


46 


19.92 


110 


47.64 


174 


75.37 


238 


103.09 


320 


138.62 


47 


20.35 


111 


48.08 


175 


75.80 


239 


103.53 


330 


142.95 


48 


20.79 


112 


48.51 


176 


76.23 


240 


103.96 


340 


147.28 


49 


21.22 


113 


48.94 


177 


76.67 


241 


104.39 


350 


151.61 


50 


21.65 


114 


49.38 


178 


77.10 


242 


104.83 


360 


155.94 


51 


22.09 


115 


49.81 


179 


77.53 


243 


105.26 


370 


160.27 


52 


22.52 


116 


50.24 


180 


77.97 


244 


105.69 


380 


164.61 


53 


22.95 


117 


50.68 


181 


78.40 


245 


106.13 


390 


168.94 


54 


23.39 


118 


51.11 


182 


78.84 


246 


106.56 


400 


173.27 


55 


23.82 


119 


51.54 


183 


79.27 


247 


106.99 


500 


216.58 


56 


24.26 


120 


51.98 


184 


79.70 


248 


107.43 


600 


259.90 


57 


24.69 


121 


52.41 


185 


80.14 


249 


107.86 


700 


303.22 


58 


25.12 


122 


52.84 


186 


80.57 


250 


108.29 


800 


346.54 


59 


25.55 


123 


53.28 


187 


81.00 


251 


108.73 


900 


389.86 


60 


25.99 


124 


53.71 


188 


81.43 


252 


109.16 


1000 


435.18 


61 


26.42 


125 


54.15 


189 


81.87 


253 


109.59 






62 


26.85 


126 


54.58 


190 


82.30 


254 


110.03 






63 


27.29 


127 


55.01 


191 


82.73 


255 


110.46 






64 


27.72 


128 


55.44 


192 


83.17 


256 


110.89 







460 



PIPE FRICTION. 



TABLE 127. — FRICTION OF WATER IX PIPES. 
Pressure in pounds per sqiiare inch to be added for each 100 feet of clean iron pipe. 



^2 

™; 2 ® 
















Pipe 


sizes. 
















03-=:= 


1 

4 


1 u 


u 


! - 


, 2i 1 3 


3k 


4 


5 


6 


7 


8 


9 


10 


12 


5 


3.3 
13.0 
28.7 
50.4 
78.0 


0.S4j 0.31 
3.16i 1.05 


0.12 
0.47 
0.97 
1.66 
2.62 
3.75 
5.05 
6.52 
8.15 
10.0 
14.0 
20.0 
22.4 
25.0 
32.0 
39.0 


i 0.04 

1 0.12 

1 0.25 

i 0.42 

0.62 

0.91 

1.22 

1.60 

1.99 

2.44 

3.50 

4.80 

5.32 

6.30 

7.80 

9.46 

14.9 

21.2 

28.1 

37.5 


0.02 
0.04 


1 




















10 


0.02 




















15 


6.98 
12.3 
19.0 
27.5 
37.0 
48.0 


2.38 
4.07 
6.40 
9.15 
12.4 
16.1 
20.2 
24.9 
36.0 
48.0 


0.08 0.04 
1 0.14| 0.06 
0.21: 0.10 
0.30, 0.13 
0.40' 0.17 
0.53 0.23 
0.66; 0.2S 
0.81 0.35 
1.17i 0..50 
1.50; 0.60 
1.80 0.74 
2.00 0.90 
2.58 1.10 
3.20 1.31 
4.89 1.99 
7.00 2.85 
9.46' 3.85 
12.47t 5.02 
19.661 7.76 
28.06: 11 2 


0.02 
0.03 
O.Oi 
0.06 
0.09 
0.11 
0.14 
0.17 
0.24 
0.38 


















20 


















25 


0.02 
0.03 
0.05 
0.06 
0.07 
0.09 
0.13 
0.19 
















30 
















35 


0.02 
0.02 
0.03 
0.04 
0.05 
0.07 














40 














45 














50 


















60 






0.02 
0.03 












70 
















75 






56.1 
&4.0 
80.0 












80 






0.41 
0.54 
0.04 
0.96 
1.35 
1.82 
2.38 
3.70 
5.04 
7.10 
9.25 
11.70 
14.5 


0.23 
0.26 
0.33 
0.49 
0.69 
0.93 
1.22 
1.89 
2.66 
3.65 
4.73 
6.01 
7.43 


0.08 
0.09 
0.12 
0.17 
0.25 
0.34 
0.42 
0.65 
0.93 
1.26 
1.61 
2.00 
2.40 


0.03 
0.04 
0.05 
0.07 
0.10 
0.13 
0.17 
0.26 
0.37 
0.50 
0.6.3 
0.81 
0.96 
2.21 
3.88 
6.00 
8 60 












90 
















100 








0.02 
0.03 
0.04 
0.05 
0.07 
0.12 
0.17 
0.23 
0.30 
0.37 
0.45 
1.03 
1.80 
2.85 
4 OS 




, 






125 
















150 


















175 


















200 


















250 






0.07 
0.09 
0.12 
0.16 
0.20 
0.25 
0.53 
0.94 
1.46 
2 09 


0.04 
0.05 
0.07 
0.09 
0:11 
0.14 
0.30 
0.53 
0.82 
1 17 


0.03 
0.04 
0.05 
0.06 
0.07 
0.09 
0.18 
0.32 
0.49 
70 


01 


300 








350 












15.2 
19.5 
25.0 


0? 


400 
















450 














03 


500 














30.8 


04 


750 














08 


1000 






















13 


1250 






















?0 


1500 






1 















29 



Table is based on Ellis' and Howland's experiments. 

figiires bv 2.3. 



To find " friction head " in feet multiply 




TABLE 12S. — FRICTION OF WATER IN ELBOWS. 
Pressure in pounds per square inch to be added for each elbow. 

Pipe sizes. 



a 

10 

15 

20 

25 

30 

35 

40 

45 

50 

60 

70 

75 

80 

90 

100 

125 

150 

175 

200 

250 

300 

350 

400 

450 

500 

750 

1000 

1250 

1500 



0.07 
0.28 
0.63 
1.12 
1.74 



1 



U 



W 



0.02 

0.094 

0.212 

0.376 

58.5 

0.845 

1.15 

1.50 

1.90 



7I0.0OS O.OOo 0.002 . 
0.0060. 
0140 
0.025!0 
0.038t0 
0.05510 



3.38 
4.60 
5.30 
6.00 
7.60 



031|0.01S 
069|0.O4 
123 0.069 



194 



278 

.380 

495 

626 

77 

11 

52 

74 

98 

50 

08 



0.108 

0.157 

0.215 

0.278 

352 

0.43 

0.62 

86 

0.98 

1.11 

1.41 

1.72 

2.72 

3.92 

5.32 

6.88 



003 . 
005'.. 
012;0 
02 |0 
0280 



0.076 
0.098 
0.125 
0.153 
0.22 
304 
0.35 
0.392 
50 
0.612 
0.97 
1.39 
1.90 
2 44 
3.86 
56 



037 



049 

062 

08 

112!0 

148:0 

17210 



196 

248 

32 

48 



6S5'0 



935 

28 

91 

74 

77 

12 

20 

64 



005 

008 

Oil 

015 

02 

026 

032 

044 

06 

072 

08 

104 

12S 

20 

286 

390 

512 

80 

14 

58 

05 

58 

20 



31 



009 

Oil 

0150 

017i0 

026 

035 ;0 

04 10 

04410 

06 |0 

0650 

112i0 

16 10 

2180 

272 

4460 



64 



007 

009 

01 

015 0.00610.003 

021 0.009 0.004 

024^0.01 0.005 

027J 0.012 0.005 

035 0.01410.007 

0430 017 

067:0.027 

096 0.039 

1320.053 

1720.068 

268 0.109 

384 1.56 

.530,0 215 

68.8,0.272 

870! 0.3.52 

07 

42 



0.002 
0.003 
0.003 
0.0O4 



10 



12 



0.00S;0.005 003 0.002 
0.013'0.007|0..)04;0.003 



0.019 
0.026 
0.032 



0.01 0.006 0.004 
0.014 0.009 0.0O5 
0.02 0.011 0.007 
0.052|0.029 017,0.011 
0.076'0.O42 025 016 
0.ia3;0.057 0.34;0 022 
0.128!0.08 0.044|0.028 
0.17010.09410 0o7!0. 036 
0.436!0.208 0.116 068,0.044 
0.97010.4700.260 1.56'0. 10 
28 1.74 10.8320.464 272 0.176 
70 2.71 1.31 0.72S 4.35 0.276 
68 3 88 ll 88 '0 S4 i0.624i0.40 



0.002 

0030.001 
0.004 002 
0.0050.002 
007,0.004 
0.01 i0.005 
0.014!0.007 
0.0180.009 
0230.011 
0.028 016 
0.0630.031 
0.1120 064 
0.175 0.0S6 
0.252 0.124 



Table is based on Weisbach 
of the pipe. 



's formula for verj- short 
To find " friction head 



bends, or with a radius equal to the radius 
" in feet multiply figures by 2.3. 



STANDPIPES. 



461 



Standpipes. — There are two kinds of water columns or stand- 
pipes in general service, for conveniently supplying locomotives 
with water at locations remote from the water tank. Both are 
much alike excepting in the spout which is either telescopic or 
semi-rigid. The telescopic spout has a vertical movement of 
about 5 ft., a convenience to accommodate the varying heights 
of locomotive tenders, and the semi-rigid about 2 ft. The 
standpipes are made of iron and steel and a great number of 
styles are produced; in all, however, the essential features con- 
sist of a main vertical pipe or column, a bell pedestal base, a 
spout, the valve mechanism and chamber or pit in which the 
valves are set. Normally the water column spout stands par- 
allel with the track; on taking water the spout is drawn across 





-^ 



7 6 or more ->j 



Drain ^ Concrete Floor 

STAND PIPE, RIGID TYPE 



' — yi- i_--2'Drain 




TELESCOPIC TYPE 



the track, a lever is pulled and the flow is immediate. When 
sufficient water has been taken the lever is released and the water 
is automatically cut off, and the spout being released is returned 
to the position parallel to the track. 

As it takes up little room and is arranged to swing clear of the 
tracks when not in use, it is not considered a serious obstruction. 

Standpipes are used very extensively at stations, yards, and 
other places where convenient for quick service, and are gener- 
ally located so that one standpipe will serve two tracks. 

Standpipe, Telescopic Type. — A pipe line from the service 
water tank the full size of the standpipe is run connecting the 



462 



STANDPIPES. 



two as direct as possible, so as to render a high velocity supply; 
sometimes the connection is made with the city or tov/n's high 
pressure mains and charged by meter. 

The standpipes in general use are 6, 8, 10, and 12 in., weigh- 
ing from 2500 to 5000 lb. each. 



APPR0XI\L\TE COST WITHOUT 


SUPPLY PIPE LINE. 




Wood chamber. 


Concrete chamber. 


6-inch standpipe complete in place 

8-inch standpipe complete in place 

10-inch standpipe complete in place 

12-inch standpipe complete in place 


S300 to S400 
450 to 550 
500 to 600 
550 to 650 


S400 to S450 
550 to 650 
600 to 700 
650 to 750 



The approximate discharge in U. S. gallons per minute from 
water tank to standpipe for various supply pipes 1000 feet long is 
given in Table 115, page 437, for two different types of standpipes. 

For example, it is desired to ascertain what will be the discharge 
from a water tank through a 10-inch supply pipe to the standpipe 
with 14 ft. of water in the tank. For the 10-inch rigid standpipe 
the table (115) gives 1700 and for the telescopic 1550 gallons per 
minute. If the pipe were 12 inches the discharge would be 2600 
and 2500 gallons respectively. 



STANDPIPES. 



463 




C.R.R. TELESCOPIC 
STANDPIPE 



Sewer Pipe 



C. P. R. Telescopic Standpipe. 

APPROXIMATE ESTIMATE FOR SUPPLY PIPE AND STANDPIPE.— 
SUPPLY PIPE 140 FEET LONG. 

Supply pipe : 

Excavation for supply pipe, 110 cubic yards at 75^. 
C. I. pipe, 10-inch supply, 5.26 tons at 

Lead for joints, 168 pounds at 8(Z^ 

Laying pipe, 140 lineal feet at 17^. . . . 
Connections 



$82.50 


184 


10 


13 


44 


23 


80 


10 


00 



Standpipe : 

1 10-inch standpipe erected $420 . 00 

Excavation for pit, 10 cubic yards at Tbi 7. 50 

, Concrete pit 100.00 



Drain 5 feet deep : 

Excavation 164 cubic yards at 75?f $125.00 

210 lineal feet 4-inch tile pipe laid, at \Q^ 33 . 60 

BeU trap bends and connections 13 . 40 



$313.84 



$527.50 



$170.00 



$1011.34 

Supervision and contingencies 10 per cent 108.66 

Total $1120.00 



464 



STANDPIPES. 



974 98 89 




Otto Flexible Joint Standpipe 





■I °o 

14 



t- 



11 m' 




kl 



Method of Cormecting Tank to Standpipe. 



PUMP HOUSES. 



465 



Pump Houses. 

C. P. R. Frame Pump House i6' X 32'. — Fig. 214 illustrates 
the C. P. R. standard frame pump house for a steam pump and 
boiler installation. The studs are 2" X ^' at 2 ft. centers, 
supported on 6-in. flatted cedar sills, covered with J-in. rough 
boarding, protected with a layer of tar paper and finished with 
I'in. drop siding. The rafters are also 2" X M' at 2-ft. centers 
covered with \" rough boards and 2-ply ready roofing. 

The house is divided into a boiler room 16' X 16' and a coal 
shed of the same dimensions. The boiler room floor is finished 
with a layer of cinders and the coal shed floor is covered with 
2-in. rough plank. 

The approximate cost of the building complete, not including 
the pump or boiler, is about $700. 



'd^ 



Note :-Houee to le located so as to give at 

least 9 '-©"Clearance fromjieaerst tail. 




^6"Flatted Cedar Sills 2'o'lg. at i'o"cts, 

FRONT ELEVATION ( J^"Drop Siding_ 



/ Yi Drop Siding 

Jlaipaper 
A l"Roush Boards T. &,G. 
[ f2x4"x 8-0"Stud B at 2-0 "( 



6 Hatted Cedar Sill 
2-'0"at-4-0"cts. 



Ties at 4"ct5. Concrete underBoileP 
CROSS SECTION A-B 




Std. No. 4 WiDJlow 



JL2 Bacyy 

Coal doors to be located 2x4 Brace 
■with raference to Coal delivery- 







:-2 z 4 SiUs 



i 5 4 Joists x iS^ Ig. at 2 cts. |5fj^tted Cedar 
Pill with cinders'between joists g^^'^t 4/0"otB. 

CROSS SECTION C-D 



PLAN 

Fig. 214. 



Frame Pump House. 



466 



FRAME AND CONCRETE PUMP HOUSE. 



C. P. R. Frame Pump House 14' X 16'. — The wooden pump 
house 14' X 16' shown on Fig. 215 is used for electric pumping 
outfits. The frame consists of 2" X 4'' studs at 2 ft. centers, 
supported on 6-in. cedar sills and covered with drop siding or 
corrugated iron. The roof timbers are 2" X 6" at 2-ft. centers, 
covered with 1-in. rough boards and 2-ply ready roofing. 

The approximate cost of this house is about $275. 

C. P. R. Concrete Pump House 15' X 17'. — A similar house 
15' X 17', Fig. 215a, in concrete with flat roof, would cost about 
$450. 



0.1. Flaehiog- 




4 Window 



'Sunbeam 
0' Flattened. Cedar 
Sills, at 4'0"ctt8. 



" SIDE ELEVATION 



fDrop Siding 

1 Tar Paper 
J\ l"Ti & G. Rough Boards 
, 1 2"x-4"Stud6 at 2 O'ctrs. about 




Concrete Tar i Gravel 

'2"Plank T. & G. 

_ Slope ?^ in 10 N0.28G. G.I 



Flashing with Drip 
J^'fiars 




stl-^-i^S 



i^r SECTION CD 



:-i^ Bars 



SIDE ELEVATION 




PLAN 
PLAN 

Fig. 215. Fig. 215a. 

Frame and Concrete Pump Houses. 



CONCRETE BLOCK PUMP HOUSE. 



467 



Concrete Block Pump House, M. St P. & S. S. M. Ry., 14' X 
14'. — Fig. 216 shows a concrete block pump house built by the 
M. St. P. & S. S. M. Ry., for gasoline pumping outfit. It is 
14 ft. square and the cost would be about $400. This price 
will include the pump foundation and tank receptacle, but not 
the pumping outfit or gasoline tank. 



lz6D. liJS. 



SIDE ELEVATION 
LOOKING FROM WELL 




STANDARD u'x 14'PUMP HOUSE 

Fig. 216. Concrete Block Pump House, M. St. P. & S. S. M. Ry. 

C. L. O. & W. Ry. Pump House. — A pump house, built on 
the C. L. 0. & W. Ry. at a number of points, is shown. Fig. 217. 
The inside dimensions are 10' 7" X 13', to accommodate a 
10 horsepower combined gasoline engine and pump. The foun- 
dation for the pumping outfit is a solid block of concrete, sup- 
ported on piles, where soft bottom is encountered and provision 
is made for a stove and coal bin. A separate pit for gasoline 
tank is built of concrete with a wooden top, located in a suitable 
position some distance from the pump house. The pit is drained 
and is large enough to hold a 50 gallon tank. The house itself 
is of the ordinary frame construction with 2'' X 6'' wood joists 
on cedar sills, finished on top with 2 in. plank for the floor; the 
wall studs are 2" X 4'' at 2-ft. centers and the roof and ceiling 
timbers 2'' X 6''. The roof is covered with |-in. T. & G. boards 
with building paper and shingles over. The walls are double 
lined with |-in. T. &G. boards and drop siding with building 



468 



WOOD PUMP HOUSE. 



Shingles 



^ 




Fig. 217. C. L. O. & W. Ry. Pump House. 



DAMS. 



469 



paper between. The cost of this type of house, without the 
pumping outfit, but including the foundation for the pump and 
the gasoUne concrete pit, is about $500. 

Dams. — Dams for impounding water for gravity service 
average from 6 to 12 ft. in height, consisting usually of an earth 
embankment or such material as can be had conveniently near 
the location, or wood crib, or stone or concrete retaining wall. 



Slopa 1 In 20 




^-^^ 



-Trench 
EARTH DAM 




Baok Ern 




PlBnk.Boziillea with stone 



WASTE WEIR 

Fig. 218. 

Fig. 218 represents the general cross section for earth dam; 
with ordinary material it is recommended that the upstream 
slope should not be steeper than 1 to 3, the rear slope If to 1, 
preferably 1 to 1, top width not less than 6 ft. for a height of 
10 ft. or less, 8 ft. wide from 10 to 15 ft. high, and 10 ft. wide for 
15 to 20 ft. high. 

The foundation should be on firm ground, with all sod and per- 
ishable matter removed over the entire area of the foundation 
for a depth of at least 6 inches, to prevent disintegration and 
possible leakage. 

When the height exceeds 10 ft., an intercepting or bond trench 
2 ft. deep, from 6 to 12 ft. wide, should be made running the full 
length. 

The inner slope should be protected with a thick layer of hard 
material, and when subject to wave action a further layer of 
heavy rock should be provided; the rear slope is best protected 
by sod. 

The waste way if possible should be located at a natural gap. 



470 



CRIB AND MASONRY DAMS. 



If placed close to the dam, care must be taken to prevent the 
spill from endangering the dam from washing, saturation, or 
erosion, by building aprons and wings to prevent the water from 
passing around or under the dam. For safety, waste water 
should always be discharged at a distance from the dam. 

Top of levee should be at least 6 ft. wide and level with top of 
dam, with, slopes or waste side not steeper than 1 to 3, riprapped 
when possible. Difference in elevation between top of dam and 
bottom of waste way should not be less than 4 feet, mth slope 
of dam side at angle of repose. 

A deep fall waste should have checks so as to form a series of 
smaller falls. 

The waste way may be constructed of timber as shown in 
sketch, though permanent material is more desirable. 

Crib and Masonry Dams. — When the location is convenient 
and only a gap or small length of dam is necessary a masonry 
or concrete wall or crib as illustrated in Figs. 219 and 220 is often 
used. 



Rock Foundation 





r Anchor Bolts ^' %^W^ 
MASONRY DAM 



CRIB DAM 

Fig. 219. 



Fig. 220. 



CRIB AND MASONRY DAMS. 471 

With the masonry dam it would be necessary to have a waste 
way at some natural point around the storage reservoir or a 
sluice with gate valves to let out the over surplus water in time 
of floods or severe storms. 

The crib dam is built with three offsets so as to form a spill 
way in itself. 

The approximate cost of dams will vary greatly, depending upon 
local conditions. 

Approximate Cost. — Earth dams 12 ft. high, per lineal foot, 
$5 to $15. Wood and crib 25 ft. high, per hneal foot, $40 to 
$60. Stone dam 25 ft. high, per lineal foot, $80 to $150. 

APPROXIMATE ESTIMATE GRAVITY WATER SUPPLY PIPE LINE 2500 FEET 
LONG (300 FEET IN DOUBLE WOOD BOX). 

Crib dam: 

3000 lineal feet cedar logs at 15^ $450.00 

6000 feet board measure timber at $50 . 300 . 00 

200 cubic yards boulder fill at 50 ff 100 . 00 

Waste channel and fixing up gulley for overflow 150.00 

$1000.00 

Pipe line : 

1800 cubic yards excavation boulders and rock, $2.00. $3600 . 00 

1500 cubic yards earth, 75^ 1125.00 

25 tons C. I. 4-inch pipe, $35.00 875.00 

16 tons W. I. pipe, $38.00 61.00 

1500 pounds lead for joints, 8^. 120.00 

HauHng and distributing pipes ' 125 . 00 

Laying joints 125 . 00 

Valves, bends, etc 100 . 00 

$6131.00 

BoxiQg pipe account of precipice 300 feet: 

10,600 feet board measure timber, per thousand $50.00 $530 . 00 

4200 square feet tar paper, 10^ 42 . 00 

Trestle support to pipe when boxed 100 . 00 

$ 672.00 

$7823.00 
Supervision and contingencies 777 . 00 

Total $8600.00 



472 FUEL STATIONS. 



CHAPTER XIX. 

FUEL STATIONS. 

Coaling stations are erected to supply engines quickly with 
coal, to reduce delay to engines and to release coal cars as soon 
as possible, to take care of all coal held for emergencies (at least 
three days' supply), and to minimize the cost of handling. 

They are usually built at divisional, terminal, and other points 
and are principally constructed of wood, though concrete and 
steel are coming into extensive use for this class of structure. 
Generally speaking, no mechanical plant can handle coal, ashes, 
and sand with the same mechanism and do it efficiently; the 
nature of the materials is such as to render this a very difficult 
matter. 

The structure is usually located parallel to or across the round- 
house tracks, convenient to the cinder pits, the arrangement de- 
pending upon the type of coaling plant adopted. 

In figuring the cost of handling coal the unit considered is 
generally one ton of 2000 pounds. 

To make a fair comparison for any type the following items 
should be estimated and fair values given to each. 

Capacity of Plant. 

Interest on first cost 6 per cent. 

Depreciation 10 per cent to 20 per cent. 

Operation. 
Maintenance. 
Car storage. 
Switching charges. 

Capacity of Plant. — In addition to the tons of coal handled 
per day, the storage capacity of the plant should be considered. 

Car Storage. — Car storage is usually much more expensive 
than storing in bins. Figuring a car holds 40 tons, and that it is 
worth a dollar a day, storage in cars costs 2| cents per ton per 
day. 

Self-clearing cars can be unloaded into a hopper at from 5 to 6 
cents less per ton than from flat-bottom cars by hand. 



WOOD TRESTLE COALING STATION. 



473 



Switching. — When coal is delivered in self-clearing cars and 
dumped into a hopper, tracks can be arranged so that cars can 
be handled by gravity, without the need of a switcher, thereby 
reducing the cost of operation. 

There are a number of methods in vogue for the handling of 
coal for locomotive purposes; in general, however, it may be 
said, — at least at terminals and busy points where a large 
number of engines are handled, — that two methods predominate, 
either the elevated trestle type of coaling plant with trestle 
approach is used, or the mechanical type of plant where the coal 
is handled by machinery and carried to elevated pockets is 
adopted. 

The chute known as the " White " type is very common, 
especially on western roads. The general construction of this 
chute is shown on Fig. 221. The chutes maybe on one or both 
sides of the shed, depending upon local conditions. 




WHITE PATENT COAL CHUTE 




SIDE ELEVATION 



Fig. 221. White Type Coaling Chutes. 



474 MECHANICAL COALIXG STATIONS. 

In most cases cars of coal are delivered to the plant b}- means 
of an incline and a locomotive. In some instances, however, a 
short, steep incline is constructed and the cars are hauled up b}- 
means of a stationary engine and cable. The coal is then shov- 
eled into the chutes. When a locomotive takes coal the fireman 
or hostler opens the chute b}^ means of a chain. 

As a general rule, in coahng stations of this character a regular 
force of coal heavers is emplo^^ed, the number of men, of course, 
depending upon the quantity of coal handled. 

Approximate Cost. — Figuring a sLx pocket chute and three- 
pile bent incline approach 500 ft. long, under normal conditions 
will cost from SooOO to S7500. 

During the past few years the mechanical type of coahng 
plant has been most in e\'idence and, in general, is being used 
in preference to the trestle type. 

It may be set down a-s a general principle that a mechanical 
coaling plant is very economical when the full capacity of the 
machine is utilized. On the other hand, where the quantity of 
coal handled is small in comparison with the capacity of the 
machine, it will not make a good showing. 

The trestle type of coahng plant takes up a lot of ground 
space and usualh' cannot serve more than two tracks, and 
while a great number of chutes can be installed, any hne may be 
blocked by the first engine taking coal. There is also the objec- 
tion to the locomotive climbing a steep grade to get the coal to 
the elevated pockets and the large maintenance cost of a struc- 
ture of tliis character after it has been in ser^-ice a few years, 
and there is always the fire risk to be considered. 

On the other hand, the mechanical coahng plant takes up a 
minimum of ground space and can serve any number of tracks; 
if the machineiy is of the proper quahty and properly cared for, 
very few. if any, breakdowns need occur. The structure can 
be made of fire-proof material, if desired, and the arrangement 
can be such that the labor charges will be very low. The power 
required to run a mechanical plant is comparatively small, and 
if the machinery is well designed and of the ver>^ best quality 
and the full capacity of the machine utilized, it will handle 
coal at less cost than anv other method. 



MECHANICAL COALING STATIONS. 



475 



Elevated Chutes (Trestle Type). (Figs. 222 and 223.)— For 
flat-bottom car service where the coal is shoveled by hand into 
elevated bins, the trestle requires to be at least 25 ft. above 
the engine track. 

If the cars are pushed up the trestle by a switching engine, 
the grade should not be more than 5 per cent; if by stationary 
hoisting engine, this can be increased to 20 per cent. 

For the trestle type of coaling station the hoisting engine is 
considered the best way to elevate the coal. The switching of 



-500- 



\ 

»j<^ 



-200^ 



h 74^-^442A<- 



-50- 



-^-H12>h-20^K— 24^^8-1 

III I 

— I 




Fig. 222. 




Fig. 223. 

the cars on the trestle by ordinary locomotives is considered 
dangerous and expensive. 

This plant consists of a wood trestle 5 per cent grade, with 
two 100-ton pockets and sand bin located between tracks. 

The approximate cost complete is from $15,000 to $18,000. 

The coal chute is of timber construction throughout with a 
track reaching the upper deck by means of a framed approach 
trestle. In this case the locomotive pushes the coal cars up the 
incline where they are spotted over the coal chutes. 



476 LOCOMOTIVE HOIST. 

Coaling Station with Locomotive Hoist. — A design borrowed 
from the Baltimore & Ohio R.R. in which the pockets rest nor- 
mally at ground level while being filled and are then hoisted 
by locomotive power to an elevation suitable for loading the 
tender by gravity flow, Fig. 224. The design is very simple, 
consisting of an upright framework of 12'' X 12'' timbers, to 
serve as guides for the pocket, with a hoisting sheave at the top 
and another at the bottom. The movable pocket has the usual 
inclined bottom, and its top is at a convenient height for un- 
loading by hand from a gondola car on side-track, at the rear 
of the structure. The capacity of each pocket is six tons of 
coal. At the front side there is a gate and drop apron or chute 
for admitting coal to the tenders. The gate is of such pattern 
that the quantity of coal taken on can be regulated at will. 

The locomotive to be coaled does its own hoisting, the hoist- 
ing cable being of such length that, when the loop at the end 
thereof is hooked over the pilot beam, the pocket will be hoisted 
to the desired height by the time the locomotive has pulled 
ahead far enough to bring the tender opposite the pocket. The 
pocket being emptied, the locomotive backs up and lets it 
down again. In the station referred to there are duplicate 
pockets, one for loading in either direction. 

Figure 224 shows the framing, general plan and the details of 
the hoisting pocket. The pocket is merely a strong box securely 
held with bolts at the four corners, with a piece of 100-lb. rail 
caught under the top timbers of the pocket, to which the hoist- 
ing cable is attached. 

Its use is applicable only to isolated places where conditions are 
suitable. The plant complete wdll cost in the neighborhood of 
SIOOO and has to be handled very carefully in operation. A coal- 
ing device of this kind requires constant attention and the cost of 
maintenance will usually be high. 



LOCOMOTIVE HOIST COALING STATION. 



477 




I'Dap < rilYi" ^ 

SIDE ELEVATION OF END BENTS 



FRONT ELEVATION 




SIDE ELEVATION 



BOTTOM 



PLAN 



Fig. 224. Coaling Station with Locomotive Hoist. 



478 



MECHANICAL PLANTS. 



Mechanical Plants. — The ordinary mechanical plants, con- 
sisting of elevated pockets fed by endless chain, belt, or buckets, 
are arranged to hold from 30 to 800 tons or more, the amount 
of coal elevated per day depending upon the capacity required, 
the number of tracks to be served, and the storage necessary for 
emergencies. 

The cost of a mechanical type of coaUng plant varies accord- 
ing to capacity and style of plant adopted, and may range from 
$20 to S75 per ton capacity. In cases where it is necessary 
to weigh the coal taken by locomotives the cost is somewhat 
increased. 

Two-pocket Plant, Single Track, Wood Structure. — Fig. 225 
illustrates a two-pocket single-track McHenry coaling plant with 
dynamometer weighing device to each pocket so that the amount 
of coal taken by each tender can be recorded. Capacity 70 tons. 
Cost complete S4000 to S5500. 



1 

1 

1 








i 




1 








1 
g 




i 




Coal 
Pocket 






/ 










1 




« 

a 


1 1 - 


Ho] 

\ 


?per 








Coal 
Pocket 








o 

o 














Fig. 225. 



Four-pocket Plant, Single Track, Wood Structure. — Fig. 226 
illustrates a four-pocket, single-track McHenry coaling plant 
with weighing device to each pocket. Capacity 140 tons. Cost 
complete S8000 to SQoOO. 

In the two and four pocket plants the coal car is spotted over 
the hopper and dumped, the coal running by gravity into the 
boot, where it is hoisted by endless chain and bucket method to 
the pockets above. On the upper horizontal run the coal is 
scraped along the conveyor. Gates are provided to each pocket 



MECHANICAL PLANTS. 



479 



so that the coal may be dumped into any one desired by leaving 
the gate open. In the four-pocket plant the chains and buckets 
make an entire circuit round the house, the drive being set above 
the up-shaft end. The engine house with steam or gasoline 




Engine 



Track 



Fig. 226. 

power is placed a little beyond the coal structure, and a rope 
drive connects the engine with the main drive above. If de- 
sired, the mechanism can be motor driven direct or by pulley, 
thus dispensing with the engine house, when electric power can 
be obtained. The chain speed is 65 ft. per minute and the power 
consumption about 12 to 15 horsepower. The space under the 
pockets may be boarded and used for storage purposes. 

Four-Pocket, Three-track Plant, Wood Structure. — Fig. 227 
illustrates a four-pocket, 150-ton elevated capacity, three-track 
coaling plant. Cost complete $12,000 to $16,000 with dynamom- 
eter weighing device to each pocket, so that the amount of coal 
taken by each tender is recorded. Under the elevated pockets 
next to the coal hopper the space is boarded and used for storage 
purposes if desired, gates being provided so that the coal can 
flow back into the hopper and be re-elevated when necessary. 



480 



MECHANICAL PLANTS. 




Fig. 227. Three-track coaling plant. 



MECHANICAL PLANTS. 481 

This structure is a modification of the McHenry type of coal- 
ing plant, and consists of two double elevated coal pockets, 
located between three tracks and connected together on top by 
a house spanning tw^o tracks; the bottom hopper, into which 
the coal is dumped, is located behind the main pocket on one 
side, and is elevated 6 ft. 6 in. above the locomotive service track, 
and made wide enough to take side-dump as well as center- 
dump cars. 

The elevating mechanism consists of endless chain and buck- 
ets and a steel boot. From the bottom of the hopper the chain 
is carried up and over the house across the tracks, returning 
under the floor, and back to the boot. The drive is run by 
electric motor controlled by a switch on the ground near the coal 
dump hopper for the convenient use of the operator. 

When the coal is dumped into the hopper it flows by gravity 
into the boot, regulated by a gate, and is picked up by the end- 
less buckets and hoisted up to the elevated pockets above , and 
along the horizontal trough over the track. Openings with slide 
doors and chutes are arranged to supply any pocket with coal 
when desired. The chain speed is 65 ft. per minute and the 
power consumption about 20 horsepower. 

Sand Tower. — With the foregoing arrangement three tracks 
are provided for coaling locomotives, and the space between 
the elevated pockets facing the track may be used as a sand 
tower, so arranged that sand can be furnished on two tracks, 
the sand being elevated by air pressure from a cylinder in the 
drying room through inclined pipes, the sand house being lo- 
cated between the two tracks about 50 ft. ahead of the struc- 
ture. The cost of the wood sand house lined with galvanized 
iron on the outside, including sand bins between coal pockets 
and all mechanism, averages from $1200 to $1500. 

A number of mechanical plants built on the C. P. R. and their 
approximate cost are given on page 482 as follows: 

Single Track Plant, Capacity 76 Tons — $12,000 to $13,000 
Two Track Plant, Capacity 200 Tons— 15,000 to 16,000 
Three Track Plant, Capacity 300 Tons — 18,000 to 20,000 



482 



COST OF COALING STATIONS. 



General Layout. 

Capacity and Cost of a Number of Mechanical Plants. 



-H^f-CarOai 



Single Track 



CoaIHopf)er I 



> Coal Poc"kets / 

\ Cap. ^8 Tons^each j 
\ Total Cap. 76vToiis ' 



u 



I L 



-Engine -T-rack — 



Coaling Plant 
Approach 

Sand House 

If Gasoline 
Engine req'd 
add 

Total 



S 8.500 

2.000 

10,500 

1,500 



1-2,000 



1,500 



813,500 



\ One Car Capacity / 
\ Hopper / 



Two Track 



Cap. 
blobs' 



iSTci^ 



u^ 



-0_agr-i5-5ons -each- 
Total Cap. 2Q0 Tons 



il Cap. m 1 



-Ensrine-Trac-k- 



Co&ling Plant 
Approach 

Sand Hotise 

If GasoHae 

Engine req'd 

add 

Dotal 



811,200 
2.000 

13,200 
1.800 

15,000 

1.500 
316,500 



I'lie Car Capacitv / 
^v Hopper / 



Three Track 



-Coa'i-T rack- 



Cap. 

LpTci.;' 



Cap 
15 Tons 



-Caxy^O-Toiii t-a_ch 



Total Cap. 3(W Tons 



-EnriLt-^rack 



-Er,?i^fr^rack— 



Coaling Plaitt 
Approach 

Sand House 

If Gasoline 
Engine req'd 
add 
Total 



§lL-500 
2.000 
1C.5O0 
2.000 
18.500 



1,500 
$20,000 



LOCOMOTIVE CRANE. 



483 



Locomotive Crane. (Fig. 228.) — With the locomotive crane 
the coal is taken direct from flat-bottom cars by grab buckets 
and hoisted into the tender. When self-clearing cars are used, 
a pit is constructed and the coal dumped, from which it is 
handled by the crane. 

To avoid delays to locomotives elevated pockets are some- 
times built and the coal hoisted by a long boom crane. With 




Fig. 228. 



proper structural facilities the crane can also handle cinders, 
and in some cases the sand, and is available at odd times for 
switching cars. 

The cost of the locomotive crane set up complete depends on 
its capacity and may vary from $7000 to $9500 or more. The 
cost of storage pit and elevated pockets when desired is also a 
very variable quantity. In addition a certain amount of special 
track and yard room has to be figured. 

A one-ton bucket and 42-ft. boom crane with a 50-ton ele- 
vated pocket, including the extra track arrangement, would 
average $9500. 

The cost of handling coal by crane depends upon the scheme 
of coaling facilities and the work it can do in handling ashes, 
etc., at odd times. 



484 



BELT COX\^YOR. 



Belt Conveyor. (Fig. 229.) — This plant may consist of one 
or a series of pockets with an inclined belt on a 25-degree slope, 
fed from a track hopper beneath the coal car track, the coal 
being delivered to the belt by automatic feeders. 

A 30-in. w-ide belt, 180 ft. run, with a speed of 100 ft. per 
minute will deliver 50 tons per hour. 




Fig. 229. 



The belt and its supports with a gang walk is usually housed 
in and supported by trestle, under which the engine room is 
placed. 

The coal pockets are wood construction usually, and a sand 
shed beneath the coal wharf can be arranged and the sand shot 
by air to a storage tank at the top of the bin, from which it is 
piped to the engines as required. 

The approximate cost of a wooden structure, single pocket, 500 
tons capacity plant, including sand house, etc., complete, aver- 
ages from 812,000 to 818,000. 

Balanced Bucket or Holman Type. (Fig. 230.) — The ele- 
vated pocket has a capacity of 350 tons. The coal car is spotted 
over the hopper and fed by gravity into two vertical cars that 
are alternately hoisted and lowered, one going up as the other 
comes down. The buckets are automatically fed and dumped 
by feed device and tripping arrangements, the buckets being 
designed to hold three tons and are self-clearing. 



HOLMAN PLANT. 



485 



They are operated by hoist with cable drive and 25-horsepower 
motor controlled by the operator in the engine room. At a speed 
of 60 ft. per minute 100 tons can be delivered to the elevated 
pocket per hour. 

The approximate cost of the plant complete averages from 
$12,000 to $15,000. 





l^zzll 



Fig. 230. 



486 



C. N. R. COALING STATION. 



loo-ton Mechanical Coaling Plant, C. N. R. (Fig. 231.) — 
The coal is carried in an elevated coal pocket, 14 by 22 ft., of a 
depth varying from about 10 to 20 ft., the bottom having a 
slope with regard to the horizontal of about 30 degrees. This 
pocket is carried on 8 heavy squared timbers, resting on con- 
crete piers, heavily cross braced. The coal pocket, supported 



e3«Jo:)S \voo o; ^inqg. 



ITH 

OUGH 

ER 

r 




>^Q-^ 


^ 


Xcl'^ 


-tj 


S'-oh 


c 


o^xLi; 


83 


^2og 


Ph 


>I-Z3 


bO 


^,u>m 


i=: 


-Jiij c ^ 

uj to UJ Q 


'ci 




o 


ujO 


—i 




03 
O 

'3 
CD 



o 

O 



CO 

bb 



C. N. R. COALING STATION. 



487 



and Drum 



P 

o Bucket 

=p Pit 




GROUND STORAGE 
SAND PLANT WITH 
SAND DRYING HOUSE 
SJ^ Wet Sand Capacity 50 Tona 



'^-tll 



Sand DiuniX"- 



^fW 



Cooling 



100 Ton Future 




fl \~'] Track 

1; I ! 



T 



-H<- 



Proposed 100 



Pocket 

1^ Ton Bucliet 



Ton Pocket 
►< 



Gasoline 
Engine 



276- 



o 



^ 






riqf'lqr 



^ 



-J. 



xReceiving / 



zx: 



Hopper 
— 18'0— 



Hoist 



b 



ompressor 



Track 



GENERAL GROUND PLANT 

Fig. 231 {Continued). 100-ton Mechanical Coaling Plant, C. N. R. 



by, and contained between, these columns, is composed of heavy 
planking. 

The elevator shaft consists of four wooden columns, two of 
which are those of the coal pocket supports, the other two 
being carried on the concrete side walls of the receiving coal 
hopper. The elevator shaft extends into a pit, 18 ft. deep. 

Back of the elevator is a receiving hopper, underneath the 
delivery track, which spans the pit on two tracks, supported 
by I beams. The hopper and elevator pit are concrete lined, 
the receiving hopper having sloping sides. The coal is delivered 
on cars and run over the hopper and dumped. The area of the 
receiving hopper is 11 by 14 ft., and it slopes in three direc- 
tions. The feeding mechanism consists of a gate, chute and 
feeder, the latter delivering the coal automatically in IJ ton 
lots. 

The elevating bucket is 1| ton capacity, and 4 ft. square. 



488 C. X. R. CO-\LIXG STATION. 

The apron or folding chute is kept closed in its upward travel 
bj' a roller on its front face bearing against a guide. The eleva- 
tor ways are 30-lb. rails. The movement of the bucket from 
the bottom of the pit, automatically causes the feeder to re- 
volve, filling up with the measured IJ ton. At the top of the 
elevator travel, the apron roller guide bends forward and the 
apron swings open, discharging the coal through the apron 
to a chute, into the coal pocket. As the bucket commences 
to descend, the apron is closed. On approaching the bottom 
of the pit, the feeding mechanism is automatically operated and 
fills the bucket. 

The approximate cost would be about S9500 without sand 
house. 

The sand storage is a small frame building adjoining the 
hoist way, of similar construction to the coal pocket. A chute, 
leading into it from the top, is fed in exactly the same manner 
as the coal pocket, a valve in the coal pocket chute diverting 
the sand as elevated from the recei\'ing hopper into the sand 
pocket chute. Beneath the sand pocket there is a sand dr}'ing 
room, fed by gra\'ity from the supply above. The dried sand 
is dehvered by compressed air to a 10-ton dry sand tank, situ- 
ated directly over top of the coal pocket. There is also a 50-ton 
ground storage plant for wet sand. 

The coaling plant is designed so that a' 100-ton pocket can 
be added in the future. The total capacity would then be 200 
tons, somewhat large for a single-track plant. The construction 
throughout is principally wood, excepting the portion of the pit 
and coal hopper, which are built of steel and concrete. The inside 
of the pockets are fined ^ith sheet iron to facifitate the flow of 
coal. 



N. & W. RY. COALING STATION 489 

260-ton Coaling Station, N. & W. Ry. (Fig. 232.) — The 
building is entirely of reinforced concrete and provides overhead 
storage facility for 260 tons of coal and 10 tons of dry sand, 
ground-floor storage for 100 tons of wet sand. The general 
arrangement provides for supplying both coal and sand to en- 
gines on three tracks — two main tracks which the station spans 
and one outside track which also is used for dumping coal into 
the track hopper and shoveling sand into the wet storage bins. 

Each of the three service-tracks is supplied with coal through 
a coaling chute, the flow being controlled by a gear-operated 
undercut gate. Sand is delivered through special swiveled, 
telescopic spouts that can be adjusted to suit the position of the 
locomotive; one of these spouts serves the two inside tracks 
and another the outside. All chutes and spouts are counter- 
balanced and, when not in use, are swung up and out of the way 
automatically. 

The track hopper for receiving coal from the cars is 10 ft. 
wide by 12 ft. long and is fitted, as shown in Fig. 232, with a 
reciprocating apron which feeds the coal to an elevator of the 
gravity-discharge type. The elevator consists of V-shaped 
steel buckets 36 in. long by 22 in. wide by 10 in. deep attached 
every 3 ft. between two strands of steel link chain fitted with 
4-in. rollers chamfered to admit of lubrication. It has a vertical 
travel of 60 ft. from the hopper to the top of the pocket and 
then a horizontal run of 33 ft. over the bin into which it dis- 
charges through two two-way chutes. The horizontal run has 
a speed of 50 ft. per minute and a capacity of 50 tons per hour. 

The objection to a concrete structure for coaling plants is due 
to the fact that most yards are susceptible to change and enlarge- 
ment and it is an exceedingly difficult matter to wreck a building 
of this character. There is little or no salvage and the cost of 
demolishing it is very high. 




(490) 



SAND HOUSES. 491 



Sand Houses. 



At divisional and other points where engines are housed, pro- 
vision is usually made to supply locomotives with sand to use in 
case of shpping on heavy grades or on account of climatic condi- 
tions. This generally consists of a small wooden house with an 
extension wet sand storage bin and an elevated dry sand box or 
tower, into which the sand is elevated by manual labor or some 
mechanical hoisting device or by blowing it through a pipe by 
compressed air, where it is stored and run by gravity to the 
sand box of the locomotive when required. The shed is gener- 
ally arranged so that the wet sand can be conveniently delivered 
and shoveled from cars to the storage bin, the bin being suffi- 
cient to hold at least one carload. A small room is provided to 
house in the sand drier and hoisting mechanism, etc. 

Instead of hoisting the sand into elevated hoppers, a platform 
is often used on which dry sand is placed in buckets arranged so 
that they can be easily handled by the enginemen, the platform 
being placed alongside the engine track on a level with the foot- 
board of engines. 

The sand is dried by cast or sheet-iron drying stoves, or by 
steam pipe troughs, and is generally screened before being placed 
for use. 

The sand house is usually located in close proximity to the coal 
and water supply, so that engines when taking coal or water can 
at the same time obtain their supply of sand. 

Approximate Cost. (Fig. 233.) — 32 ft. long, 13 ft. wide, con- 
sisting of wet sand bin 16' X 12', drying room 14' X 12', small 
coal bin, sand drier and screen, compressed air cylinder and ele- 
vated sand tower, masonry foundation, $700 to $900. With 
wood foundation, balance as above, $600 to $700. 

Construction. — Wood sills or masonry foundation, concrete 
floor in sand-drying house, frame walls, 2-in. plank on 4" X 4" 
studs at 4-ft. centers, lined on the outside with corrugated iron; 
no finish inside; roof, 3-in. plank with 6" X 8" beam, tar and 
gravel finish; tower, 8" X 8" posts well anchored to base at 
floor level, height about 30 ft. from base of rail to center of sand 
storage, braced with 2" X 6" horizontal and cross timbers; 
sand tower walls 2-in. plank with corner posts, roofed over with 



492 



SAND HOUSES. 



l-m. T. & G. boards, covered with shingles and building paper 
between boards. The tower is provided with sand valve and 
spout with rubber hose at end for running the sand to the en- 
gines. 




12 X 12 Hardwood 



TRACK ELEV. 



SAND HOUSE 




-16'9- 



2''Plank 

Wet Sand 



Cedar Posts 



•32 



-15 3- 



Dryi 



F-umace 





Tying Room 



Coal 



Screen 
Airc"^ 



iJ- 



PLAN 



Fig. 233. C. P. R. Sand House. 



i 



WET SAND STORAGE. 



493 



Wet Sand Storage. — Two-inch plank walls supported by 
8" X 8'' posts about 8-ft. centers, set on cedar sills on the 
ground, or the posts may extend into the ground 5 ft. or there- 
about; roofing 2-in. plank and 8^' X 8'' rafters, with tar and 
gravel finish. The length of wet sand bin varies to suit condi- 
tions. 

APPROXIMATE ESTIMATE OF COST. FIG. 233. 



Quantities. 



40 cubic yards excavation 

24 cubic yards concrete 

8 cubic yards sand fill 

8000 ft B. M. lumber, per thousand 

2 doors 

1 window 

1 sand-drying furnace with cast-iron smoke 

jack and piping 

1 compressed air sand cylinder 

30 feet 2|-inch pipe 

1 glove valve 

1 drain cock 

5 squares galvanized or corrugated iron, per 

square 

Sand screen 

1 sway supply spout with connections 

1| squares shingles, per square (100 square 

feet) 

4 squares tar and gravel roof, per square (100 

square feet) 

Painting 

Concrete floor 



Mate- 
rial. 



$ 3.50 

18' 00 
5.00 
6.00 

20.00 

25.00 

0.16 

1.75 

0.75 

4.00 

2.00 

20.00 

2.00 

2.50 

14.00 

8.00 



Labor. 



$ 3.50 

17' 00 
2.50 
3.00 

23.00 

30.00 

0.17 

0.50 

0.25 

3.00 
0.50 
9.25 

2.00 

2.50 
16.00 
12.00 



Total 
unit. 



I 0.50 
7.00 
0.50 

35.00 
7.50 
9.00 



0.33 

7.00 

4.00 
5.00 



If wood foundation is used under sand-drying room, deduct. 



Cost. 



$ 20.00 

168.00 

4.00 

280.00 

15.00 

9.00 

43.00 

55.00 

10.00 

2.25 

1.00 

35.00 

2.50 

29.25 

6.00 

20.00 
30.00 
20.00 



S750.00 
150.00 



$600.00 



The sand air cylinder is embedded in concrete below the floor 
level, the sand running by gravity from the screen to the cylinder. 
The refuse from the screen falls into a wooden bin on the opposite 
side and is removed by shovelling when desired. 



494 



SAND STORAGE. 



Sand Storage. — The sand storage bin shown on Fig. 234 as 
built by the Chicago and Alton at Glen, 111., is located at one 
end and is a part of the coal chutes with the track above, con- 
sisting of three bins with a capacity of 374 tons of wet sand 
each, and one double dry sand bin with a capacity of 66 tons. 
The wet sand bins extend down considerably below the level of 
the coal chute bin floor to a dryer, provided in the bottom of 
each bin. The dry sand is elevated by compressed air into a 
dry sand storage. 




SECTION THROUGH DBY SAND BJN 



SECTION THROUQH WET SAND BIN 



Fig. 234. Sections Through Sand Bins, C. & A. 



The structure is built almost entirely of wood excepting the 
foundations which are of concrete. The objection to this type of 
structure is the fire risk on account of having the dryer imme- 
diately under the structure. With a steam dryer, however, the 
risk could be eUminated. 



LOCOMOTIVE TERMINALS. 



495 



CHAPTER XX. 
SHOPS AND ENGINE HOUSES. 

Locomotive Terminals. — The ar- 
rangement for the handhng of locomo- 
tives at terminals involves the design 
and location of a group of structures 
together with track facilities for their 
operation, so arranged ^hat the distance 
between the terminal and the points 
where the engines begin and end their 
service shall be a minimum, with the 
fewest possible reverse or conflicting 
movements. 

For track facilities it is recommended 
that there be two inbound and two 
outbound tracks with an emergency 
run around track. 

The inbound tracks should be long 
enough to admit a water crane a 
reasonable distance from the entrance, 
so that engines coming in from the 
road in a leaky condition with the 
water low in the tender can be given 
water, otherwise with engines ahead, 
they will die before getting into the 
house and cause delay. A water crane 
should be located at the entrance of 
inbound tracks and one on the inbound 
track between the cinder pit and turn- 
table and one on the outbound track. 

Location of coal chutes should be 
300 to 400 ft. from the water crane so 
that after taking water the engines 
may move ahead to wait their turn for 
coaling. 




a 



;tw«« 



1 O O^ o 



2h 












CO 



496 



LOCOMOTIVE TERMINALS. 



The turntable should be from 500 to 600 ft. at least from 
the coal chutes to allow for engines standing after taking 
coal. 

The typical layout suggested by the A. R. E. Assoc, Fig. 
235, cover the features involved, which will necessarily be modi- 
fied to suit the location, the shape and size of ground site, etc., 
where such are fixed. 

A modified layout of a terminal in a congested area is shown. 
Fig. 236, which illustrates the track and facihties provided at 
Decatur, 111., on the Wabash, where approximately one hundred 
engines are handled per day. 




Fig. 236. Layout Engine Terminal, Decatur, 111. 



The Lake Shore and Michigan Southern Ry. terminal at Air 
Line Jet., Ohio, is shown, Fig. 237. The layout comprises two 
engine houses, a power house, machine and blacksmith shop, 
and other buildings conveniently grouped. The twenty-seven 
stall house is for freight engines and the thirteen-stall house for 
the mallet pusher locomotives. Both houses are provided with 
a 90-ft. turntable. 



LOCOMOTIVE TERMINALS. 



497 



ra O 

a t^ 

(V) O 



in o 



A o 



d a 

.2 § 

E q 

•8 « 

0) ^ 



PhO[x,«WOBwhOWO 
<ccOQuJii.C5x 3:^-J 




o 
O 






H 

• i-H 

o 



CO 

bi 



498 ENGINE HOUSES. 

Engine Houses. — In the past few years there has been a 
great improvement in the design of engine houses, panicularly 
in regard to hght, heat, and ventilation. There has also been 
added facilities and equipment to further its efficiency, includ- 
ing the introduction of lockers and proper toilet arrangements 
either in the house itself or in the boiler and machine shop, 
which is usually an annex or extension to the engine house 
when it exceeds 10 stalls. Drop pits are also pro\'ided for 
dri\-ing wheels, engine and tender wheels when running repairs 
are required to smy extent, with overhead cranes or trolleys for 
remo^ing dome caps, front end doors, bumper beams, etc. 

Washout systems for washing out and filKng locomotive boilers 
have also been introduced to a very large extent for protection 
against leaky flues and economy in firing up, etc.. with storage 
tanks for the conserA'ation of the water blown from the boilers 
which is reused for washout pm'poses and refilling, the refilling 
water being filtered before being reused in the boilers. 

A gi'eat number of engine house designs, var\-ing mostly in 
cross-section, have been produced and some t^'pical sections in 
general use are shown, Figs. 238 and 239. 

The flat roof construction is probably the most common. 
It has the advantage of being simple in design, is easier to heat 
and is faii'ly low in fii*st cost and economical in maintenance. 

On account of the destructive natm-e of the smoke fumes 
there is a desire on the part of designers to ehminate almost 
entirely, when possible, any steel or exposed iron work of am- 
kind in its construction and where timber is not used for the 
posts and beams, reinforced concrete has been generally adopted; 
where steel is used it is generally encased in concrete. 

On the C. P. R. it has been found that the mill type all wood 
construction, excepting for outside, di\'iding or end walls, has 
proven more satisfactoiy than steel and concrete construction. 
There are a number of reasons for tliis; with concrete in verj- 
cold weather sweating may take place from the opening and 
closing of doors in the movements of engines, and, unless verj- 
well insulated, the roof is liable to drip at certain times by the 
chilhng of exhaust steam on the cold concrete surface; the- 
house is also harder to heat and is exceptionally high in first 
cost. 



TYPICAL SECTIONS OF ENGINE HOUSES. 



499 




Air or Pipe Duct 



SECTION THROUGH ENGINE HOUSE C.P.R. 




SECTION THROUGH ENGINE HOUSE ILL. CENT. 







|f-X"Asbestos Transit Board 







<p^^-^ 



SECTION THROUGH ENGINE HOUSE K.C.S.RY. 

Fig. 238. Typical Cross Sections of Engine Houses. 



500 



TYPICAL SECTIONS OF ENGINE HOUSES. 



u ,— ^49-'6^ — — >; 

k 16-9 '> < "1 6 ' ' t « U^ >, 

1 3*-^)-/ii-t 4j^y s^ Clerestory Girder 






Col.B 




8-^ 



A. T. & S. F. ENGINE HOUSE. 




B. R. & P. RY. ENGINE HOUSE. 




W. M. RY. ENGINE HOUSE. 

Fig. 239. Typical Cross Sections of Engine Houses. 



COST OF ENGINE HOUSES. 501 

In the mill type building where laminated construction is 
used on the roof and heavy wood beams for the roof timbers 
and posts these defects do not occur; a building of this sort 
is semi-fireproof, is very hard to burn, is fairly low in first cost, 
easy to maintain, and in the event of a change of location has 
some salvage. 

A few typical cross sections of the various types of engine 
house are shown, Figs. 238 and 239, which give a fair idea of 
their general construction. 

For the mill type the posts vary from 10'' X 10" to 12'' X 12" 
with 6" X 6" or 6" X 8" braces connecting the posts and the main 
run beams. The main beams vary from 10" X 12" to 10" X 16" 
depending upon the span. Roof beams 8" X 12" to 8" X 16''' 
varying from 6 ft. to 8 ft. centers over which is built a solid 
timber roof with boards laid on edge and nailed sidewise, and the 
roof covering, tar and gravel or composition; usually the fire, 
rear and end walls are of brick or concrete and the foundations 
of concrete. 

Another type of engine house that has been used to a large 
extent is designed to accommodate a travelling crane; typical 
cross sections of this kind are shown, Fig. 239. The construc- 
tion is generally reinforced concrete throughout, or a combina- 
tion of steel shapes encased in concrete. 

Cost of Engine Houses. — The size of engine houses varies 
from 60 to 105 ft. in depth. An 85-ft. house, which is about 
the average, would have an area of approximately 1700 sq. ft., 
or a cubic capacity of about 34,000 cu. ft. for the ordinary flat 
roof house. 

Approximate Cost. — Approximate cost per stall for various 
designs, dimensions as above, previous to 1915: 

(1) Frame building: Wood posts, cinder floor, cedar sill founda- 
tion, wood roof, $1600 to $1800. Average, $1 per square foot, or 
5 cents per cubic foot. 

(2) Frame building: Wood posts, cinder floor, masonry foun- 
dation, wood roof, $2000 to $2200. Average, $1.25 per square 
foot, or OJ cents per cubic foot. 

(3) Brick building: Wood posts, cinder floor, masonry founda- 
tion, wood roof, $2400 to $2600. Average, $1.50 per square 
foot, or 7J cents per cubic foot. 



502 



WOOD ENGINE HOUSE. 



(4) Brick building: Steel and concrete posts, cinder floor, 
masonry foundation^ niill construction roof, $2800 to $3000. 
Average, SI. 75 per square foot, or SJ cents per cubic foot. 

(5) Masonry or concrete building: Steel and concrete posts, 
brick floor, cedar sill foundation, concrete roof, S3200 to $3500. 
Average, $2 per square foot, or 10 cents per cubic foot. 

The wood roof for the first three estimates would consist of 
ordinary joists with double |-in. boarding on top. 

The niill construction roof would consist of large wood beams, 
spaced at least 8-ft. centers with 3-in. plank on top. 

The concrete roof would consist of reinforced concrete beams, 
at least 8-ft. centers with 3-in. concrete over, reinforced with 
expanded metal. ' • 

The above costs are for building one stall complete, and 
include heating, electric wiring and lights, steam, air and water 
pipes, smoke jacks, drainage inside the house, etc. 

The approximate cost per stall of a few standard engine houses 
on a number of railroads previous to 1915 is given as follows: 

APPROXIMATE COST OF ENGINE HOUSES. 



No. 

of 

stalls. 


Name of railway. 


Depth 

of 
house. 


Kind. 


Diam. 
of turn- 
table. 


Total 
cost. 


Approx. 

est'd 
cost per 

stall. 


35 
42 


A. T. & S. F6, 
Wabash Ry. . . 


T.C 


Ft. 
92 
91 
85 


Reinforced concrete 

Wood 


Ft. 


§158,000 

84,500 

75,000 

132,000 

63,000 
57,600 


$4500 
2100 


34 


C. Jet. Rv.. 


Concrete, brick and wood 

Frame concrete fds 

Brick 


2500 


40 


L. S. & Mich. 
B. &M 




3300 


Std. 




75 
85 
90 

105 

103 
100 
105 


1600 


18 


C. P. R 


Concrete and steel 

Concrete and mill cons... 

Concrete and mill cons... 

Reinforced concrete 

Concrete and mill con.. . 
Reinforced concrete 


90 

90 

100 


3500 


18 


C. P. R 


3200 


13 
16 


Lake Shore 
Southern. . . 

Buff. Roch. 
T. a 


. & Mich. 
& Pitts., 


5000 




111. Central 

Western Maryland, T. C. 


5000 



Wabash Engine House (Wood). (Fig. 240.) —A 42-stall en- 
gine house of this design was erected at Decatur, 111. It w^as 
built of wood and cost about $2100 per stall; its construction 
was as follows: 

Construction. — Inner circle posts 12'' X 12", outer circle 
8'' X 8", depth of stalls 90ft. 10 in.; outer wall filled with glazed 



WOOD ENGINE HOUSE. 



503 



sash above window sills, below sills wall is made with an 8'' X 8'' 
base plate and a 6" X 8'' sill directly under the window sash. 
To these are fastened expanded metal covered with a heavy- 
coating of cement plaster, both inside and out. Inner wall 



4 4 Sq.uare 



la'CBeam, 31 J^^ 
for Trolley Carriage 




4' Concrete with 34" Top Dressing included 



/Lookouts" 2 xlO 




L^.t\ tJiL^ 



Transoms Stationary, All Glass'lO x li 

SHOWING FRAMING SHOWING FINISH 




FPONT ELEVATION 



REAR ELEVATION 



Fig. 240. Wabash Engine House, Decatur, 111. 

solid doors, and the short space between door and roof is finished 
same as outer walls. Post and wall foundations and pit walls 
are of concrete. 

Floor. — Floor consists of 8-in. cinders, 4|-in. concrete and 
J-in. cement finish. 



504 CONCRETE ENGINE HOUSE. 

Vents. — Over each pit at the apex of the roof there is a wooden 
ventilator 4J ft. square with wooden slats on all four sides. 

Smoke Jacks. — Smoke jack 3 ft. square with steel angle 
frame; the portion extencUng below the roof is flared to form a 
hood 8 ft. long and 3 ft. wide. The angle frame is tied with 
f-in. round rods placed about 18 in. centers and the whole 
jacket is covered with expanded metal and cement to prevent 
the iron from rusting. 

Drop Pits. — There are three drop pits each extending under 
two tracks. Two of the pits are for driving wheels and one for 
engine truck wheels. 

Heating. — The house is heated by steam, with 2Tin. pipes 
placed alongside the pit walls, four on each side. 

Light. — The house is lighted by incandescent lamps, six 
lamps being suspended between each pair of pits. 

Air Pipes. — Compressed air for power purposes is supplied 
by a compressor driven by a 75-horsepower motor and supplies 
375 cu. ft. of air per minute. The main pipe overhead is IJ in. 

Trolley System. — Six feet from the outside Avail there is sus- 
pended from the roof purlins a single line of 12-in. I-beams, 
31| lb. per foot, completely encircling . the house. These sup- 
port an overhead telpher, driven by an electric motor and hav- 
ing a capacity of 2 tons for transferring wheels, heavy castings, 
etc. 

Washout Plant. — The system consists of a series of storage 
tanks, pumps, thermostats, and regulating valves and the opera- 
tion and details are described. on pages 508 and 522. 

A. T. & S. Fe Engine House (Concrete). (Figs. 241 and 242.) 
— A 35-stall engine house of this design was erected at San Ber- 
nardino and Bakersfield, CaL, built of reinforced concrete, and 
cost about $4500 per stall. Depth of stall 92 ft. from outer to 
inner wall, and inner wall is 123 ft. from center of turntable. 

Construction. — These houses are of unusual construction, in- 
asmuch as there is only one line of post supports inside the 
house, which practically divides it into two parts, one section 
of which is provided with a 7^-ton travelhng crane for stripping 
and assembhng engines. The walls, columns, roof girders, roof 
beams and roof are of reinforced concrete. The pit walls are 
built of concrete reinforced with old boiler tubes. 



CONCRETE ENGINE HOUSE. 



505 




ELEVATION OF SIDE WALL TO STANDARD STALL NO, 1 

-92- 




Truck Wheel 



LONGITUDINAL SECTIQN OF STANDARD STALL NO.^ 



iting Bit 
SECTION C-D 



Adjustable Louvres 




Afljustable Louvres 



ELEVATION NARROW END 
STANDARD STALL 




ELEVATION WIDE END 
STANDARD STALL 



Fig. 241. A. T. & S. F6 Engine House. 



506 



CO^XRETE EXGIXE HOUSE. 



DETAILS OF PIT CONSTRUCTION. 

Faring brid as edge , 




CY_iS;£= rlT 



TRUCK WHEEL DROP PTT DRIVE WHEEL DROP PTT 




4 Xr-iii^fi'i "^i.:-?. 



=5?^^ s^%,,^jjT Urn 



LoBf 




,2 Crane Gste V, 
l*"!^ 1 WestiniEiumse 
cut aati»ck 
i'-n Lanz, 
ndhu cnee 

. — L ., ., - ^.. . .j 



VALVE WHEEL 






- ^ i-A>G£" 

j^lll^Tleilble ' 






3 ^'jjce Hj I -^ Ir.-Ti | l'-« i -, Iran. 



SIDE ELEVATION 



■-biow-off 



CAST iqon 

BASIH PtATE 



FRONT EL£^.ATION 



Fig. 242. Details, 35-stall Engine House, A. T. & S. F. Ry. 



CONCRETE ENGINE HOUSE. 



507 



DETAILS STtAM, AIR AND WATER PIPING. 




Fig. 242 (Continued). Partial Plan, 35-stall Engine House, A. T;& S. F. Ry. 



Floor. — Floor consists of 8-in. cinders and a layer of common 
hard brick, on top" of which is placed a bed of sand and cinder 
filling, on which is placed the finished paving brick. 

Vents. — Over the high portion of the house is a 6' X 15' 
ventilator with adjustable louvers, encircling the entire house, 
which serve as smoke jacks also. 

Drop Pits. — There are three drop pits, each extending under 
two tracks, also two truck wheel pits. The pits are so arranged 
that it is possible to remove driving wheels and truck wheels at 
the same time when desired. 

Heating. — The house is heated by steam from mains in the 
ring pit, with pipes placed on either side of the engine pit. 

Trolley System. — The house is provided with travelling crane 
with three D.-C. 220-volt direct-current motors. The bridge is 
equipped with a 7|-ton motor, speed 200 ft. per minute. The 
travelling hoist motor is 7 J horsepower, hoisting speed 10 ft. 
per minute, the rack with two horsepower giving a speed of 
about 200 ft. per minute. 



508 



stza:: air axd blow-off uses. 



Z'Lr iraiie is -^^ed to run 
they are so psoportiiMied at eit: 
ends of the crane traTd togetbe: 

Steam, Air, and Blom-off L 
round boose through the wall r 
haok the flocH- fine and ext^ic 
chcnd of the main truss to the o: 
to a 2*' X 2" X 2| 
each way to tL^ ' 
laranch fines dc^ 

The 2|-in. s" 
as posaUe ^M' " 
chord of th-T 



"~: concentric tracks, and 

: the l»idge that both 

-pectiYe cirdes. 

— T air fine enters the 

ler rocMn and 27 ft. 

: :?e of the bottom 

. T - : :_r same and down 

tee, from which run 2-4n. fines hcHizontany 

-I at each end of the boose, with l-in. 






■ -w- -i *- 



rrtaDy supiJyii^^ 



directly 
the drai: 
The s 
the y 



A J-in, giobe v . - ^ ied on 

12 in. from the end. 

i^e is ci 34n. pipe running parallel to 

'rJowo" line with l§-in. l»^inch lines 

- : 6 ft. 6 in. frmn the flom*. The 

_: .- T ^5 made bv a flexible iMxmze tube 



overhead^ in the 
mentioned. Thes 
ing down the poe* 
which is i»ovided 



-hout water lines are earned 

h support the other lines 

^c 4 uiL. wkih 24n. Ixanch lines extend- 

- — ninating in a 2-4n. IcHig radios cross, 

. ,^.jg in the top and a hose connecti<m 



in the bottom, miikiTig it possiUe to wash out a boQo' with 
<Hdinary water and fill it with treated water with the same 
hose connection. 

A 4-in. water Uow-off line is laid in the ring pit and connected 
to each stall by a 2|-in. pipe entering the engine pit through a 
hole psoTided in the basin i^te. A l-in. drain tile is laid from 
the bottcmi of the posts and the engine ptt to carry away any 
drip or overflow that might occur frcnn the water and steam 
lines. 



SMOKE JACKS. 509 

Smoke Jacks. — The only desirable opening in an engine- 
house roof is that required for the smoke jack. Skylights rob 
the house of a good deal of heat, and very soon get blackened up. 

Ventilators, also, unless operated by mechanical suction or 
fan, are of little use. 

The smoke emitted from engines, when mixed with steam, 
forms sulphuric acid that destroys all exposed metal. All mate- 
rial, therefore, for openings of any kind should be such as will 
not readily be affected by smoke fumes, and while there has 
been a .steady improvement in the design of engine houses, the 
smoke jack problem has not yet been satisfactorily solved. 

Design. — The old style of telescopic jack that was arranged 
with counterweights so that it could be pulled up and down 
over the engine stack has almost disappeared, having been 
supplanted by the wide-mouthed rigid jack that carries off the 
smoke to better advantage and allows some leeway in the spot- 
ting of the engine. There has also been a marked increase in 
the area of the smoke flue and a tendency to decrease the height 
of the stack above the roof; also from the nature of the mate- 
rials used a square section as well as a round and oval one has 
developed. To conserve the heat in winter, dampers are used 
to some extent, but this feature is gradually being dispensed 
with; obviously the smoke stack without a damper, also serves 
as a good ventilator. 

The present day jack, therefore, may be said to consist of a 
wide-mouthed hood 8 ft. to 12 ft. long or more, preferably not 
less than 36 in. wide; the hood tapers on two or all four sides and 
connects with the smoke stack. The smoke stack varies from 
30 in. to 42 in. in cross section, either round or square, and ex- 
tends 6 ft. or more above the roof, terminating with a cowl or 
opening at the top to serve as an exit for the smoke. 

When the hood is narrow and short in length or has a flat 
taper, a ventilating feature at the roof is sometimes provided 
by making the jack in two pieces, that portion above the roof 
being made a little larger than the portion below the roof so as 
to produce the effect of a box within a box for a square jack, 
or a pipe within a pipe for a round jack, the space between 
serving as an exit for any smoke getting from under the hood. 
This feature, however, is not generally provided for hoods that 



510 



CAST-IRON SMOKE JxVCKS. 



are wide and long. Most of the designs that are used to any 
great extent at the present time are patented and the illus- 
trations and descriptions that follow are from drawings that 
are protected by patents. 

Materials. — The materials now commonly used in the con- 
struction of smoke jacks are cast iron, asbestos, and wood. A 
large number of railroads have used all three with indifferent 
success and the item w^hich has figured largest in the problem 
has not been the first cost but the maintenance repairs. 

Cast Iron. — Cast-iron jacks have been used for the past 
twenty-five years, but as their size increased, the excessive 




SECTION ON C.L. END VIEW 

Fig. 243c. Cast-iron Smoke Jack. 



ASBESTOS SMOKE JACKS. 511 

weight to be carried by the roof has given some concern; this, 
however, has been largely overcome by using Hght castings 
built up in sections secured and supported with cast-iron bolts, 
as per Fig. 243c. With this material it is necessary to provide 
for condensation and usually a drip trough is placed at the bot- 
tom of the hood on either side and the drip is conveyed far 
enough over to escape the engine by means of small pipes. It 
has also to be kept well painted to protect it from rust. An 
ordinary cast-iron jack with hood 36 in. wide and 8 ft. long and 
36 in. diameter stack will weigh approximately 2500 lb. and 
the average cost is about $125 erected complete in place. Under 
ordinary conditions the average life of a caSt-iron jack given by 
a number of railroads is from 8 to 10 years. 

Asbestos. — Asbestos in sheet form has been used to a large 
extent during the past ten years and although the general ex- 
perience with this material has been far from satisfactory its 
light weight and fire-proof qualities are very inviting. On a 
number of railroads it has been found that it will not stand up 
against steam, smoke, and weather conditions for any consider- 
able length of time without sponging and peeling and a large 
maintenance expense is entailed in its upkeep. 

No special specification has been devised for its manufacture 
and the material supplied is very variable in quality. When 
first used for smoke jacks the sheets were thin and soon gave 
out. The heavier sheets last much longer but moisture and 
steam play havoc with it as soon as the least weathering or 
wear takes place. 

The portion under the roof where it is protected from the 
weather lasts a good deal longer but is apt to be brittle and 
easily broken. 

The jack built of sheet asbestos, Fig. 243a, is square in cross 
section, having four wood posts or asbestos angles at each corner 
to which the sheets are attached with copper nails or rivets. 
The hood is also made with a wood or asbestos angle frame. It 
makes a light form of smoke stack that entails little or no extra 
weight on the roof. 

A jack, 3 ft. square and 6 ft. high above roof with 3' X 8' 
long hood, using f-in. asbestos sheets, will cost in place $100 



512 



ASBESTOS SMOKE JACKS. 



ASBESTOS VEMTIUTING SMOKE JACK 



i::^ , V tCafter Teat 




i 

r 

< ; ; : >- 




=rt' 



Fig. 243a. 



and the average life given by a number of railroads is from 3 to 
5 years. 

This t>-pe of jack has been used extensively on the C. P. R. 
The supports shown are 2" X 4" timbers but asbestos angles 
have also been used reinforced with metal. The asbestos sheets 
are used in standard sizes and the joints are simply butted 
together. A coat of metallic paint is given all outside surfaces 
after erection. 



ASBESTOS SMOI^ JACKS. 



513 



Some types of cast asbestos jacks have been quite successful 
and satisfactory, and though somewhat hghter than cast iron 
they cost, about the same, or about $125 to $150 complete in 
place. (Fig. 243.) The material also for this type of jack 
seems to be very variable, failures have been numerous, and 
usually they are purchased under a guarantee; 8 to 10 years 
is given by some users as their average life. 



TRANSITE ASBESTOS WOOD 
SMOKE JACK 




SECTION ON C.L. 



END VIEW 



Fig. 243. 



514 WOOD SMOKE JACKS. 

Wood. — Wood jacks were probably the first kiiid to be built 
and there is a tendency at the present time to revert back to 
this material, which may be accounted for by the desire of many 
designers to eliminate iron of any kind from the present-day 
construction of engine houses, owing to the rapid deterioration 
that takes place from the smoke and sulphuric gases that are 
prevalent around structures of this kind. 

The flims\' construction of wood jacks in the past made them 
a fire hazard and they failed to stand up to the service required. 
To overcome the fire risk the wood has been treated but the 
cost is said to be high. In place of treated wood fire-proof 
paint has given good satisfaction. 

There are also wooden jacks in service that are held together 
and bound at the corners with cast-iron clamps, etc., that appear 
to be giving satisfactory' results. 

A wooden jack built on the miU-t^-pe method of construction. 
Fig. 243b, made of 2" X 3" timbers laid flat one against the 
other and nailed sidewise throughout, produces a very strong 
and rigid jack that requires no guy supports. The nails used" 
in its construction are well protected by the method adopted in 
putting it together, each layer of timber protecting the nails 
of the previous piece so that when completed no iron work of 
any kind is exposed to the smoke fumes. This typ^ of jack is 
standard on the C. P. R. The timbers before being put to- 
gether are saturated in a bath of fire-proof paint. The hood is 
3 ft. wide by 8 ft. 6 in. long with a 3-ft. square smoke stack ex- 
tending 6 ft. above the roof, and the jack complete in place 
costs about $75 and is expected to last as long as the engine 
house itself. 

Chimney and Induced Draft. — In residential districts where 
smoke is regulated by ci\-ic by-laws, or where it would be of 
considerable annoyance to the community, a high chimney is 
sometimes built to carr\' the smoke to a point where it would 
not be objectionable. The smoke jacks instead of extending 
above the roof are connected with a large smoke duct carried 
over along the roof to the chimney. The sections of the ducts 
var\' in size according to the number of smoke jack connec- 
tions it has to carr>'. To create sufl&cient draft to carry away 
the smoke from the main duct, induced draft fans are used. 



WOOD SMOKE JACKS. 



515 



All Timber 2x8 laid flatwise & 
dipped in Fire Resisting Paint 




^ 



^A^xv^-xwArx^yx^A^. \_ 



PLAN AT ROOF COLLAR 



-3-0- 



SECTION ON C.L. 



END VIEW 



Fig. 243b. Wood Mill Type Smoke Jack, C. P. R. Standard. 

This type of jack has been used to a very large extent on the C. P. R. 
during the past few years and has given good satisfaction. All of the material 
is subjected to a bath of fireproof paint before assembling and it is built up in 
crib fashion as described on page 514. 



516 SMOKE PRECIPITATION. 

This is an expensive installation and the fact that iron work of 
any kind is Uable to be attacked and destroyed very quickly by 
the gas and sulphuric fumes the installation must be designed 
-^-ith the greatest care as to the material used and the method 
of making the various connections to provide the maximum 
protection. 

Smoke Precipitation. — The precipitation of smoke b}' the use 
of high potential electricity and a suitable electric field has 
been successful in a large number of practical applica^tions in 
chemical and other works, but has not so far been apphed 
directly in the collection of smoke from engine houses, and 
while the complete ehmination of the smoke can be obtained 
b}^ this process the initial cost for ordinary round house pur- 
poses would be very high, but in situations where smoke is 
regulated by civic by-laws it would probably be cheaper and 
more satisfactory than the induced draft system already de- 
scribed. 

Fig. 243d illustrates an installation of this kind, the electric 
field for which has been suggested by J. A. Shaw, electrical 
engineer, C. P. R. The smoke jack is of the mill type design 
with an asbestos hood. It is estimarted that this installation 
including a high-tension transformer will cost SoOO. 

The removal of smoke is accomplished by passing it through 
a precipitation chamber, made up of a number of pipes firmly 
joined to end headers, the wires passing through the pipes as 
illustrated. The precipitation depends upon the intensity of 
the electric field, the quantity and temperature of smoke, the 
degree of initial ionization, and the type of corona discharge 
employed. The. soot or residue settles at the bottom of the 
chamber and can be removed when desired through the door 
pro\aded for the purpose. 

This jack is a combination of jNIill and asbestos construction, the 
asbestos being used only for the portion which is protected from 
the weather. The smoke precipitator is supported on 4 in. by 3 in. 
wooden posts resting directly on the roof. The main beams on 
which the jack rests are designed to carry the extra loading 
entailed. 



^^Inaulators 



Wires 



5 Wrot. Iron Pipes 
(old Boiler Tubes 
For treatment of old 
Boiler Tubes see F-IA-Sg* 




Fig. 243d. Electric Precipitation Mill Type Smoke Jack, Cross Section. 

(517) 



518 HEATING ENGINE HOUSES. 

Heating Engine Houses. — In the heating of round houses 
there are two methods in vogue, the hot air system and the 
direct steam vacuum method. 

Hot Air Heating. — The heating apparatus when possible is 
placed about the center of distribution either in the engine or 
boiler house or in a separate annex, and consists of an engine, fan, 
and heater, set up and anchored on concrete or wood foundation. 

The heater is made up of a series of coiled steam pipes enclosed 
by a sheet steel jacket, to which is attached a steel plate fan, 
usually driven by a vertical or horizontal steam engine. 

The fan draws the air over the steam coils and forces the hot 
air through pipes or ducts to any part of the house desired. 

On account of smoke fumes corroding any iron work that is not 
well protected, the air ducts are usually placed underground. 
The main duct is built of reinforced concrete, and the branches 
are usually tile pipe, though wood is often used on account of 
cheap first cost. 

Usually the main duct runs around the back of the house, the 
inside face of foundation wall serving as one side. It is neces- 
sary that all inside surfaces should be as smooth as possible, 
without projections of any kind inside the duct. Branches are 
taken off the main with long radius bends and run down between 
pits with offsets to the engine pits, and risers at points where it 
is desired to admit hot air to heat the balance of the house, the 
outlets being controlled by dampers. 

The ducts absorb a portion of the heat and are also subject to 
dampness from condensation. The main point is to provide 
means for keeping them dry. This is done by grading the ducts 
so as to drain to the air outlets, and placing covers in the main 
duct that can be opened to let out the dampness at favorable 
times. 

Capacity and Approximate Cost. — The capacity of the heating 
apparatus depends upon the size of the house. In any event 
it is always necessary under ordinary conditions to figure the 
units large enough so as to provide for a reasonable future house 
extension. 

For the ordinary run of engine houses the supply of hot air per 
minute varies from 2000 to 3000 cu. ft. per stall at a fan speed 
of 200 revolutions per minute. 



STEAM HEATING. 519 

Figuring 2250 cu. ft. of air per rainute, a 20-stall engine house 
would require the following: 

Steel plate fan 8 ft. in diameter by 4 ft. wide. Theoretical 
capacity, 45,000 cu. ft. of air per minute at 200 revolutions. 

Side crank steam engine 8'' X 12^'. 

Heating coils, 6700 lineal feet of 1-in. pipe capacity. 

Approximate cost of the above installed, with concrete founda- 
tion walls and timber floor for the fan and heater, varies from 
$2800 to $3400, or on an average $150 per stall. 

The cost of the main ducts, branches, risers, dampers, etc., in 
place averages from $100 to $180 per stall, or the cost of the 
complete installation $250 to $350 per stall. 

The sizes of the mains and branches have to be figured out for 
the volume of air carried, and are usually given by the manu- 
facturers of the heating outfit. No boilers, or steam main con- 
nections from the same, are included in the estimate. 

A feed water heater and pump with valves and connections 
arranged to receive the drip of the heating system for boiler feed 
is often added, also a vacuum pump in connection with the hot 
air heater to relieve pipes of air, etc., and give good steam cir- 
culation. 

The cost of a 100-horsepower heater with feed and vacuum 
pump, including valves and connections set up complete for the 
above heating apparatus, varies from $500 to $750. 

The heater is generally arranged to condense the exhaust from 
the fan or other engines for boiler feed, and when omitted, steam 
traps are provided for removing the water of condensation to 
the drain. 

In exceptionally cold weather, the air is taken from the en- 
gine house and reheated, openings being provided in the air 
chamber so that this can be accomplished. It is not an ideal 
method, but under exceptional conditions is often necessary. 

Steam Heating. — The ordinary method is a low pressure 
direct steam heating system, adapted to use and utilize all ex- 
haust steam available from the engine and boiler house, with 
such additional live steam as may be necessary from boiler during 
severe weather. 

From the exhaust header the main steam supply is run around 
either the front or back of the house, usually in the underground 



520 



STEA^I HEATIXG. 



ducts carrying the air and water pipes, with branches to the pit 
and wall coils, including a return main to which all coils are 
connected. 

The steam main reduces in size as it goes along proportion- 
ately as the amount of radiation is decreased, and the size of the 
return pipe is increased proportionately as the coils are added 
to it. To reheve heating coils of water of condensation and air, 
the return pipe is connected to a vacuum pump located in pit 
near the boiler, the water of condensation being discharged into 
a feed water heater, and from the heater to the boiler by a feed 
pump. The exhaust header is connected into heater full size 
of header, ^ith rehef pipe from heater to roof fitted mth a back 
pressure valve. 

Valves are apphed in steam main or mains near exhaust 
header, between vacuum pump and heater, steam supply from 
boiler to vacuum, and boiler feed pumps. 

The follo^dng areas and weights of pipe may be of ser^dce when 
figuring the square feet of radiation required and the size of pipe 
that will best suit the service desired. 



TABLE 129. — OUTSIDE SURFACE AREAS AND ^"EIGHTS OF PIPES. 

Length of Standard Wrought-ieon Steam Pipe CoxT.axixG One Square Foot of Outside 
Surface, from Oxe-eighth to Tex Ixches. 



Size of pipe 

Feet of pipe containing one square foot 
of outside surface 


' 4 40 


1 

4 


3 
8 

~ 6 5 7 


1 

2 


3 

4 


Size of pipe 

Feet of pipe containing one square foot 
of outside surface 


1 






2 


2i 


Size of pipe 


3 


31 


4 


■4^ 


5 


Feet of pipe containing one square foot 
of outside surface 


(>29 
Id 00 




Size of pipe 


6 


7 

505 


8 
tW5 


9 


10 


Feet of pipe containing one square foot 
of outside surface 


nnh 





HEATING SURFACES. 



521 



TABLE 129 (Continued).— OUTSIDE SURFACE AREAS AND WEIGHTS OF PIPES. 

Weight per foot in Length of Standard Size Wrought Iron Steam Pipe from 
One-eighth to Ten Inches. 



Size of pipe 


1 

8 

243 
1000 


1 

4 

_42_2_. 

1000 


3 

8 
56JL 

Tooo 


1 
2 
845 

Tooo 


3 


Weight per foot in length in lbs 


WM 




Size of pipe 


1 

1 _6jr_p_ 

■••1000 


2t¥A 


2A¥o 


2 
3tWo 


2i 

^ 773 
^TOOO 


Weight per foot in length in lbs 




Size of pipe 

Weight per foot in length in lbs 


3 

7 541 
«T000 


3i 

c'lOOO 


4 

10 '728 

■l-^Tooo 


41 

19 492 
■•-^1000 


5 

14. 5 6 4 

J-^rooo- 




Size of pipe 

Weight per foot in length in lbs 


6 

IStWo 


7 
23tVA 


8 

OQ 34 8 

^ottoo 


9 

QA 6 11 
'5'±T000 


10 

4.0 6 41 



Heating Surface and Equipment Required. — For ordinary 
engine houses the amount of heating surface usually installed 
varies from 1 to IJ sq. ft. per 100 cu. ft. of enclosed space; prob- 
ably IJ sq. ft. is a fair average. 

For one stall having a capacity of 34,000 cu. ft. the heating 
surface would be ^%^^ X IJ = 425 sq. ft., or 680 lin. ft. of 2-in. 
pipe per stall. 

The best distribution is to put four pipes on each side of the 
engine pit and the balance as coil radiators on the roundhouse 
walls. 

Sometimes five or six rows of pipe are placed on the engine pit 
walls, but this method is not recommended, as it will usually be 
found that so much pipe will impede circulation, and as a result 
the bottom pipes are generally cold. 

The pipes are supported by cast or bent steel pipe hangers 
about 6 ft. apart. Usually wood plugs or strips are built into 
the wall to which the pipe supports are attached by lag screws, 
the screws serving in the case of the bent steel hangers as sup- 
ports on which the pipes rest. 

For a 20-stall engine house the steam main would be 5 in. for 
the first ten pits, 4 in. for the next six, and 3 in. for the balance. 
They are hung from strap hangers supported by rods passing 
through the ducts about 7-ft. centers, or on floor rollers with 



522 WASHOUT SYSTEM. 

expansion bends. The return would be 2 in. for the last four 
pits, 2| in. for the next six, and 3 in. for the balance. 

The heater not less than 100 horsepower, and made sufficiently 
strong to carr}' 10 lb. of steam pressure. The vacuum pump 
3i" X 5J" X 4'^ all brass Uned, and feed pump 4^" x 2i" X 4" 
duplex. 

Approxi?nate Cost. — The cost for complete installation varies 
from S225 to 8300 per stall without ducts. Only a portion of the 
cost of ducts would be chargeable to the heating, as the same 
ducts would be used to run the live steam, air and water pipes. 
No boilers are included in the above estimates. See under 
" Boiler Houses " for cost of boilers, etc. 

Washout System. — By using a series of hot water tanks suit- 
abl}' connected with pipes, valves, pumps, etc., the steam and 
water can be taken from locomotives and stored in tanks to be 
reused for washing-out purposes and refilling when desired. 

By this method a large saving of time is effected in washing 
out and refilling locomotive boilers, and as the water is hot, 
the work is done without danger from unequal expansion to the 
tubes, stay bolts, or fire box, and in addition 50 per cent of the 
water is saved and reused, and it is possible to take the water 
from a boiler and refill with a fresh supph^ in 30 minutes mthout 
removing the fire. To blow off, wash the boiler, and refill it 
with a fresh supply, and to obtain 100 lb. steam requires about 
two hours. The old method of blowing off and letting the water 
waste to the drain requires from 8 to 10 hours to wash out, refill, 
and get 100 lb. steam. 

The system consists of one or a series of storage tanks, with 
blow off, hot water, washout, and filling, pipe lines, including 
live steam piping to the tanks, also valves and connections; 
where a series of tanks are used for washing out, refilling and 
superheating, pumps are required to maintain pressure at the 
hose nozzles for filling purposes. 

Ap-proximate Cost. — Usually the piping is furnished to a few 
pits only for washing-out purposes, and to each pit if refilling 
and washout system is installed. The cost varies from S6000 
to 825,000, depending upon the capacity and requirements of 
the plant. 



WASHOUT SYSTEM, WABASH RY. 



523 



TABLE 129a. —WASHOUT, BOILER FEED AND VACUUM PUMPS. 
(Average standards: for ordinary conditions.) 
Duplex Steam Pumps — Washout and Boilek Feed. 



m o 

"^ O 

CD U 

H 



Diam. 

of 
steam 
cylin- 
der. 



12' 



5i" 
6" 



Diam. 

of 
water 
cylin- 
der. 



Length 

of 
stroke. 



12' 



Cap. in 
imp. gals, 
per min. at 
50 strokes. 



160 



Cap. in 
imp. gals, 
per hour at 
50 strokes. 



9600 



Pressure 

per 

sq. in. 



100 lb. 



Diam. 

of 

pump 

suction. 



6' 



Diam. 

of 
pump 
dis- 
charge. 



(Ordinarily used in washout plant — emergency fire pump.) 



H.P. 

re- 
quired. 



31" 
4" 


6" 

7" 


20 
30 


1200 
1800 





2i" 
3" 


2" 
2i" 



50 



O <U 3 



Duplex Steam Vacuum Pump — For Heating Service. 



4" 
6" 

8" 


6" 

8" 

10" 


5" 
10" 
12" 


Up to 4,000 sq. ft. radiation. 
Up to 12,500 sq. ft. radiation. 
Up to 22,500 sq. ft. radiation. 



Washout System, Wabash Ry. — A system installed in the 42- 
stall engine house built by the Wabash already described will 
serve as a typical layout for this character of work. 

Pipes are supplied for blowing off and filling up boilers for 42 
stalls and for washing of boilers through 15 stalls. The over- 
head main consists of an 8-in. pipe for blowing off, one 4-in. 
pipe for filling up, one 3-in. pipe for washing out, two circulating 
pipes, each 2 in. in diameter for the washing out and filling sys- 
tem, and one 6-in. superheater pipe. At each central post be- 
tween the pits there are two 2-in. drop pipes, one for blowing 
off and one for filling boilers, and in addition in each of the 15 
pits there is one 2-in. drop pipe for washing out. The water 
for washing out is used at a uniform temperature of 120° F., and 
for filling at 180 to 190 degrees with three boiler washers and 
five helpers, by the aid of this system, it is possible to wash out 
18 engines in 24 hours. 

The system consists of a series of storage tanks, pumps, ther- 
mostats and regulating valves, and the operation of the system 
is as follows: The blow-ofi line is connected to the water leg of 
the locomotive and the pressure of steam in the boiler forces the 
water and steam into a washout tank which is so arranged that 



524 WASHOUT SYSTEM, WABASH RY. 

the steam is separated from the water, going into a separate 
tank where it is condensed and used for filling purposes. The 
mud and water goes into the lower tank where the water is fil- 
tered so as to be available for use again. The water in the 
lower tank varies from 140° F. to 200 degrees, and it flows from 
here to another tank which is automatically controlled by a 
thermostatic valve to admit cold water to temper the water for 
washout purposes so that a uniform temperature of 120° F. is 
supplied. Electrically driven triplex pumps, controlled auto- 
matically by a mechanical device, maintain a constant pressure 
of 80 lb. on each of the hose's nozzles, regardless of the number 
of nozzles in use. These pumps have a capacity of 350 gal. of 
water a minute and the operation of a valve in a drop pipe in 
the roundhouse starts the pumps into action. 

After the engine is washed out, it is filled with water taken 
from the upper tank. This water is maintained at a tempera- 
ture of about 180° F. The capacity of the pump for filling is 
350 gal. per minute, and under a pressure of 175 lb. it takes only 
about 10 minutes to fill a boiler. The system is so arranged that 
it is possible to change the water in a boiler and give it a fresh 
supply in 20 minutes without removing the fire. It is also 
possible with the largest locomotives to blow off, wash the 
boiler, fill it again, and obtain 100 lb. steam pressure in 1 hour 
and 45 minutes. With the use of hot washing water and filling 
water, maintained at uniform temperature, it is possible to do 
this quick work without danger from unequal expansion affect- 
ing the firebox, tubes or staybolts. Under the old system of 
washing out and filling it takes from 5 to 8 hours to wash out 
and fill an engine and get up 100 lb. steam pressure. The saving 
in water used amounts to about 60 per cent, as under the old 
system the water was allowed to run to the sewer while in the 
new system it is used over and over again. 

An auxiliary to this filling system consists of an additional 
tank which acts as a superheater. The water is forced by pumps 
through this superheater, which is jacketed with live steam 
from the locomotives, by means of which the temperature of 
the water is raised from a minimum of 200 degrees to a maxi- 
mum of 320 degrees. This gives ordinarily a steam pressure of 
100 lb. in the boiler of the locomotive when suppUed with this 



STEAM, AIR AND WATER PIPES. 525 

superheated steam, and it is sufficient pressure to use for the 
blower or to move the engine without building a fire. 

Steam, Air and Water Pipes. (Fig. 244.) — One of the most 
important features about an engine house is the installation of 
the steam, air and water pipes. 

The steam is required for heating purposes and engine supply, 
the air for engine and shop supply, and the water for washing- 
out purposes and fire service. 

For the ordinary run of engine houses up to 22 stalls the fol- 
lowing sizes are commonly used: 

Live steam main 3 in. diameter, branches IJ in. diameter. 

Air pipe main Ij in. diameter, branches li in. diameter. 

Water service main 3 in. diameter, branches 2 in. diameter. 

The branch pipes where connections are desired are arranged 
so as to be attached to the inside posts, and terminate about 
5 ft. from the floor. The steam pipe is equipped with a valve 
and air-brake coupling, the coupling being used for hose con- 
nection to convey live steam to engine boilers when necessary. 

The air pipe is fitted with a Westinghouse air brake and 
coupling. 

The water pipe is equipped with gate valve and drip cock for 
fire purposes, also a globe valve and hose coupling for engine 
boiler service; in addition a short length of pipe extends above 
the fire valve, with elbow, to which are attached 50 ft. of rubber- 
lined hose and 18-in. fire hoze nozzle; the hose and nozzle are 
supported on a stand with movable brackets secured to the posts 
and encased in wood frame with glass front. 

A valve is placed on each branch pipe near the main so that 
any branch supply can be cut off for repairs without interfering 
with the rest of the house. 

Owing to smoke fumes corroding the iron and the annoyance 
from dripping it is considered the best practice to place the 
pipes in underground ducts instead of stringing them overhead 
inside the house. 

The ducts are arranged so as to be easily accessible for repair 
purposes and valve service, and are usually built of wood or 
concrete. 

The wood duct, though cheap in first cost, is high in mainte- 
nance. On account of being subjected to the moisture from the 



526 



STEAM, AIR AND WATER. 



(2'o"x3'o"GIaBB boor jrith 

^iGla8B20"i 3S2'' 



biass b«ok Inside. (l"x 8°x 2'o"QlaBB side with iFasten with 



! eye to fit hook 
Glass 5" X 21" 



SIDE ELEVATION 



1 Freight 



I Bcrew nails 



( PLG.32 Pig.2. W.A.B.Cat 

Steam Valve "World" 
XX Brand (Brass) 

(l>i" Cut-out Cock 
/■sPi.G.4.J.Fig7 
/ (W.A.B.Cat. 




Brake Coupling 



FRONT ELEVATION 



BACK ELEVATION 




PLAN 



Fig. 244. Steam, Air and Water Connections for Engine Houses. 



ELECTRIC WIRING AND LIGHTS. 527 

ground on the outside, and excessive heat inside, it soon rots 
out, and has to be renewed every few years. 

To ehminate the maintenance charges entirely, it is neces- 
sary to build the ducts of concrete or masonry, or such material 
as will be permanent; and to be successful it is also necessary 
that its cost will compare favorably with the price of wood. 

The " Thurber " patented system of rib concrete ducts is 
said to accomplish this result, and the method of installation is 
as follows: 

The msLin ducts carry the steam, air, water and heating pipes, 
run between and connect each engine pit, either at the front or 
back of the house, making a continuous passage throughout, 
so that no breaking or cutting of walls for the passage of pipes is 
necessary; they are made 2 ft. 9 in. wide and 2 ft. 9 in. deep. 

The ducts carrying the branch steam, air and water pipes con- 
nect with the main duct between alternate pits, and extend back 
to the end post so as to serve two pits, the pipes being carried 
up the post face. The branch ducts are 1 ft. 6 in. wide and 
1 ft. 6 in. deep. 

The method of building the ducts consists in placing iron tee 
sections at varying intervals, not exceeding 3 ft., and setting 
up concrete slabs between; the slabs fit into the bottom pockets 
and bear against the iron sides of the ribs, and are held by bolts 
or rods at the top, the rods being used to hang the pipes inside 
the ducts. The floor can be made in slabs or built in concrete in 
the usual way. All slabs are laid in cement mortar. 

The approximate cost of steam, air and water pipes installed 
complete, not including the ducts, averages from $55 to $80 per stall. 

Electric Wiring and Lights. — Probably the best method of 
wiring engine houses is to enclose all wires in conduit pipe and 
sealed boxes, running the mains and branches on the roof, an 
improved type of which is the '' Ravelin " patented system. By 
this method all wiring and joints are protected from smoke and 
gas fumes, and the work of wiring is simplified, and as all parts 
are accessible, repairs can be made easily. 

Usually three incandescent 16-candlepower drop lights are 
placed between each stall, with a plug receptacle connection on 
each post for portable hand light. The lamps are protected by 
wire screens over the lights. 



528 IXSPECTIOX PITS. 

Switches are placed on the back or front walls for each stall or 
series of stalls. 

Outside, arc Ughts are generally used, strung on poles in con- 
venient position. The number vary with the size of the house 
and the amount of hght desired. 

Approximate Cost. — The cost of complete installation varies 
from S50 to S75 per stall. 

Inspection Pits. — Inspection pits are p^o^ided on the in- 
coming tracks where the engines are inspected as soon as they 
reach the terminal and before the engineer leaves. The ad- 
vantage is in ha^TQg the repairs started at the earhest possible 



.=. PLAN 




SECTIONAL ELEVATION 

Fig. 245. Plan and Section of Insi)ection Pits. C. & A. 

moment; the inspectors make minor repairs, such as tightening 
nuts, etc., or have assistants to do this work. A good deal of 
the routine inspection of locomotives is done in the inspection 
pits, relieving the tracks of the roundhouse to a large extent. 

Lisped 10?} Pits. C. d' A. — Two engine inspection pits, built by 
the Chicago &: Alton at Glen, 111., are shown on Fig. 245. The 
pits are located just west of the coal chute, are 75 ft. long 
and are built of concrete. A concrete stairway at the center of 



INSPECTION PITS. 



52a 




PM 

d 

o 






.2 

o 
Pi 



CO 
• 1— ( 



=, ,._4----iiJ! 



530 ASH PITS. 

the east pit leads down to a tunnel reacKing both pits, passing 
under an intermediate track to connect with the pit on the west. 
Access to the pits is secured by short ladders leading from the 
tunnel. 

The approximate cost of the pits complete is about SI 500. 

Inspection Pits, C. P. R. - — A double pit as built by the C. P. R. 
is shown, Fig. 246. The walls and floor are of concrete with 
12" X 16'' wall plates to carry the rails. The entrance stair- 
way is located at one end midway between the pits. The cost 
of an 80-ft. double track pit including ordinary drainage is 
estimated at S1200. 

Ash Pits. — Ash pits are required at divisional .and other 
points so that ash pans of locomotives can be cleaned out. 

The pits are usually placed convenient to the coal and water 
suppl}^, and within easy reach of the turntable. 

The time required to clean a locomotive ash pan is from 
twent}" to sixty minutes, depending on weather and other condi- 
tions, hence the type of ash pit to select depends on the number 
of engines to be handled and the time in which it has to be done. 

Construction. — The walls are usually built of stone or con- 
crete or 12'' X 12" cedar timbers. When concrete is used a 
hning of fire brick is built on the inside face of walls, and when 
of timber old boiler plate is used. The lining of fire brick or 
other protection is necessary to protect the walls from the detri- 
mental effect of hot ashes. On account of the wave action 
U'hen the engines travel over the pit it is difficult to keep the 
rails anchored to the masonry, and for this reason wood stringers, 
or cast-iron rail chairs 3-ft. to 4-ft. centers, are used frequently. 
The wood stringers are protected by a covering of sheet metal. 

Water is used to cool the ashes, and this necessitates a water 
service with hose connection, valves, etc., and proper drainage. 
A sump hole 12 in. wide and 12 in. deep at one end of the pit, 
Tvdth the floor dished so as to drain to the sump, serves the pur- 
pose, the outlet to drain being placed on the side of the wall 
about 6 in. above the floor of sump. 

Shallow Track Pit. (Fig. 247.) — This type of pit is built in 
long lengths, and necessitates sufficient help being on hand to 
remove the ashes promptly. It is also used for temporary work 
during construction and occasionally on main lines. 



ASH PITS. 



531 



Approximate cost, $5 to $7 per lineal foot complete (Fig. 247) . 
Approximate cost, $9 to $12 per lineal foot complete (Fig. 248). 





12 X U Stiinge* 



Fig. 247. Shallow Ash Pit. Fig.*248. Cross Iron Ash Pit. 

Deep Track Pit, Closed Sides. (Figs. 249 and 250.) — The 
deep ash pit is constructed somewhat after the ordinary engine 
house pit, built 33 ft. long and over. When two pits are placed 
on the same track they should be at least 50 ft. apart. The 
ashes may be dumped directly into the pit and then shoveled 
out by hand, or small ash cars or buckets may be used under 
the engines to catch the cinders, the buckets being hoisted out 
by crane or air hoist when the track is clear. 

Approximate cost, $8 to $10 per lineal foot without buckets or 
hoist. Cost, $17 to $35 per lineal foot with buckets and hoist. 
A pit 33 ft. long with two ends would average $300 complete. 





i:::::ar.:ii:v:ji-:.:^-: 




Fig. 249. Deep Ash Pit. 



Fig. 250. 



At points where large ash pits are necessary there are two 
types in general use. One is the open side pit operated by hand, 
and the other the mechanical type operated by compressed air. 
The former is used to a much greater extent, however, than the 
latter which would make it appear that the open side pit, hand- 
operated, is in the long run the most economical. 

In the depressed type of cinder pit, proper drainage is a matter 
of first importance. From the designs illustrated it will be 



532 



DEEP ASH PIT — OPEN SIDE. 



noted that the depression of the loading track varies from 4 ft. 
6 in. to 9 ft. in., and, generally spealdng, where proper drain- 
age can be obtained, there will be a saving in labor in the han- 
dling of ashes from the pit to the car the lower the loading track 
is depressed. The depth, however, must necessarily be regu- 
lated by the drainage facilities and very few situations lend 
themselves to an unusual depth in the matter of drainage. 

If conditions were such in the handling of ashes that the 
operation was continuous instead of intermittent, it is quite 
hkely that a mechanical type of ash handling apparatus would 
be much more economical than any hand-operated method. 
As it is there are many cases where the mechanical type of ap- 
paratus in its simplest form has proved to be more economical, 
where conditions have fitted the machine, when the equipment 
is such to be low in first cost, easy to maintain and inexpensive 
to operate. 

Deep Ash Pit, Open One Side. (Fig. 251.)— This pit is 
similar to the closed type excepting that the pit is open on one 
side and the outer rail is supported by steel or cast-iron posts. 
The ashes may be dumped and shoveled out by hand or picked 
up by crane or other mechanical device. 

Approximate cost, $35 to $50 per lineal foot. 




^g* _ Floor of Pit^^ I 



Ugbt Scrap Rail 
SECTION ON LINE A-B 



SECTION 



Fig. 251. Cinder Pit, Lake Shore & Michigan Southern Ry., Hillsdale, Mich. 



DOUBLE CINDER PITS. 



533 



Double Cinder Pit, Chicago & Alton Ry. at Glen, 111. it- 
Fig. 252 illustrates a double cinder pit built by the C. & A. at 
Glen, 111., with a depressed track in the center. It is located 
close to the roundhouse. The pits are 200 ft. long enabling six 
engines to clinker at one time. The engine tracks are sup- 
ported on heavy concrete walls, hollowed out in the center, as 
shown in the illustration, and filled with sand to save concrete. 

The loading track is depressed 9 ft. below the running tracks, 
and platforms 3 ft. wide are built out on each side at the eleva- 
tion of the bottom of the cinder pits, on which workmen may 




C.r. Pip.e 



SECTION THROUGH ASH PITS AND LOADING TRACK 

Fig. 252. 




DETAIL OF C.I. PEDESTAL 
AND RAILS 



A'-"'. 




Fig. 253. Depressed Ash Car Track. 



534 



MECHAXICAL ASH PL.\XTS. 



stand while loading the cinders. The platforms are covered 
with steel plates nicked '^ith cold chisels to insure safe footing. 
The running tracks are 12-ft. centers and drainage is pro\'ided 
on either side of the depressed loading track. 

The approximate cost of this type of cinder pit for estimating 
purposes may be figured at SlOO per runniiig foot. 

Fig. 253 is another type of depressed ash pit, with pedestal 
supports and cantilever floor. 

Mechanical Ash Plants. — Ashes are best handled in bulk, so 
that most mechanical plants are arranged to dump the ashes 
directly into small cars or buckets under the engine tracks, the 
small cars running on tracks at right angles to the pit so that 
they can be pulled out and hoisted by trolley, crane, or other 
de\4ce and automatically dumped into the cinder car. 

Gantry Crane. (Fig. 254.) — The trolley beam is hinged at 
one end and is worked bv air cvUnder. with sheaves fastened to 




Fig. 254. 

the gantry frame. The crane is moved along the track by 
geared hand wheels, one on each side, and the air is conve3'ed to 
the cjdinder by hose pipe suspended on trolleys on an overhead 
wire. The supply of air is generally obtained from the engine 
or boiler house close b}'. 

When the engines are off the ash pit, the gantr\' frame picks 
up the filled ash baskets and runs them by trolley to the ash car, 
where they are automatically dumped. By lowering the boom 
the basket is returned to the ash pit. 

Approximate cost complete, with 6 ash baskets, $800 to $1000. 



WATER FILLED ASH PITS. 



535 



Ord Ash Pit. (Fig. 255.) — The ash baskets are placed under 
locomotive ash pan and pulled out from the side and hoisted by 
air crane and dumped without interfering with the movement of 
engines. The rails on which the ash baskets run are made of 
pipe, in which steam circulates, keeping the pit free of snow and 
preventing the water used in cooling the ashes from freezing. 

Approximate cost of a single-track 30-ft. ash pit with crane 
and four ash baskets complete, $1200 to $2000. 




Fig. 255. 



Water Filled Ash Pits. — B. & 0. R. R. water-filled double 
track ash pit at Chicago is shown. Figs. 256 and 256a. The pit 
is of reinforced concrete 150 ft. long by 28| ft. wide over all and 
13 ft. 3J in. deep. Cross walls are introduced at either side to 
support the 20-in. steel and concrete encased girders which carry 
the rails. The rails are 100 lb. section. The pit receives the 
ashes discharged from the locomotives when cleaning fires and the 
ashes are removed by a grab bucket handled by a locomotive 
crane. The bottom of the pit is reinforced with old rails to 
protect the floor from being damaged by the grab bucket and 
the corners of the crosswalls are protected with angle irons for 
the same reason. Four valve boxes, alongside the pit, supply 
water, the overflow pipe being about 15 ft. from the floor level 
and leads into a sump pit with a 6-in. outlet. 



536 



WATER FILLED ASH PITS. 



C.L. o: Tnci ""J-Talve Box 



C.L. of Pit 




C.U o: Traox 



'?- 


--t-:-i 


^ 


' ' - - - 


-^ H- 


-^ 


"il--; 


— ? 








' 
















r 

1 


1 


^.;',- 


- 




: :^i 


_ -~ . 


r 
J 




/\ 


/\ 


/ 


\ 


/ 


\ 


^^^^ 



?«AN an; sect. on 



If 




__:ff A,^ -X^ 






=4 /qj 



Fig. 256. Water Pit with Gantry Crane. 



The length of ash pits will depend upon the number of 
engines it is desired to handle at one time, and as the senice 
is usually ven* intermittent, the engines coming bunched gener- 
ally for a short period of time, the pits are made long enough 
to accommodate the maximum senice desired within certain 
periods. 



WATER FILLED ASH PITS. 



537 




1^, _ 


















liiW^ilSgli 



i^^^HPf^^Wililiii^ 



aMaiiii'^^^Sp:g^lli?ll^^ip8M^^ 



#^^ ^^ 






538 



PXEU^L\TIC CIXDER COXA'EYOR. 




-^v- « c >-*- 



-Js— s ■ — t ■:- 




Fig. 257. Pit Detaik, Pneumatic Cinder CoDvevor. 



TURNTABLES. 



539 



Figs. 257 and 258 show a pneumatic patented cinder conveyor 
of the Robertson type. The track on which the cars are placed 
for receiving the cinders is on the same level with the entire engine 
track. The cinders from the engines are dumped into the iron 
car below the track. This car is then hauled up the incline by 
compressed air and automatically dumps the cinders into a gon- 
dola or a cinder dump. This incline is made of ordinary T rails. 
The drainage problem is easily solved owing to the shallowness 
of the pit under the engine track. 

The power is usually available from the engine house for its 
operation. 




Cinder Truck 



^ CROSS SECTION OF PIT 
SIDE ELEVATION OF HOIST 



END ELEVATION 



Fig. 258. Pneumatic Cinder Conveyor. 



Locomotive Turntables. — The length of wheel base of the 
longest engine to be turned and the position of its center of 
gravity are the conditions which usually determine the length 
of the turntable. For ease of turning the locomotive should be 
balanced and to determine this length the most unfavorable 
condition, with the tender empty and the boiler filled, should 
be assumed. The length required then becomes twice the dis- 
tance from the center of gravity to the rear tender wheel with 
an additional foot or so at each end for a margin to facilitate 
spotting and to clear wheel flanges. 

The standard lengths of the ordinary turntable, on various 
railways, are from 80 to 100 ft.; 90 ft. is about the average 
length. 



540 TURXTABLES. 

The designs are confined chiefly to the deck and half through 
type of plate girder construction, built to carry the full load on 
the center and pro\'ided with four cast steel end wheels, as well 
as a center pivot de\'ice. The table is built of steel fabricated 
in the shops the same as ordinar^^ bridge work, and is shipped 
on cars ready to be dropped into place at the site. As stiffness 
is most essential for economical operation the depth of the 
table should be sufficient to prevent deflection. 

The center piers and circular walls are built usually of concrete 
though stone is used when it can be had at less cost and the 
foundations are drv*. The center pier is generally capped with. 
cut stone or granite or reinforced with old rails. 

It is recommended that a recess in the circular wall be pro- 
vided for inspection of wheels and making repairs, and circle 
rail seat should be extended at two points immediately opposite 
each other to afford support for jacks for raising table and 
examining center; this will render the operation much safer than 
cribbing on \delding ground. When there is any doubt as to 
the nature of the ground spread foundations should be pro\'ided 
or piling when the former is not economical. Some roads pro- 
vide that the center pier shall be piled in all cases excepting in 
rock foundation. 

Pa\'ing the pit floor helps to keep it clean, assists the drain- 
age, and snow can be removed with less trouble. Sometimes 
steam pipes encircle the floor of the pit to melt the snow in 
winter time. This also enables the snow being dumped into 
the pit from the engine house approaches and helps in keeping 
the engine tracks clean. 

At points where tables are not used to any extent the circle 
wall is only built at the entrance and runoff, using ballast under 
the ties for the balance of the circular rail, sloping the ground 
where no retaining walls exist and grading the floor of the pit 
on the natural ground, covered with a layer of cinders rolled 
and dished so as to drain readily. 



100-FOOT TURNTABLES. 



541 




4 H— jKOI-f— H'"A-^S-4ST|rj 



Si 

CI 

;h 

I 

o 
o 



i=l 

-t-3 
Ul 

d 

d 
d 



05 

bb 



542 



100-FOOT TURNTABLES. 




-ft-' •• I 









to 



— -3 c - _ 



5-, S §~ ? =-i i 



d -- 



f 



iii? 





» "■ — 


( 


— - 


^ « -J- 




-_ " 









' -.i-i 


^ 



UJ 

en 



_! u. 




TURNTABLES. 543 

The C. C. & 0. Ry. standard turntable pit is shown in Fig. 259. 
The turntable is one hundred feet in length of the plate girder 
t3rpe. The entire foundation is built of concrete reinforced with 
old rails. Two kinds of center pier foundations are given, type 
"^A " for firm earth and type " B " where piles are necessary. 
The floor of pit is finished with paving brick laid on -edge and 
grouted in cement. Drainage is provided by grading the floor of 
the pit to a catch-water basin near the center, which connects 
with the drain. Where piles are used they must be below water 
level, or creosoted. 

The Virginia Ry. standard pit is shown in Fig. 260. The turn- 
table is a plate girder design one hundred feet in length. The 
foundations throughout are built of concrete and are supported 
on piles where the engineer so directs. The concrete is reinforced 
with one-inch round steel rods, when the foundations extend to 
rock the rods are omitted. The floor of the pit is finished in con- 
crete dished to drain to a sump pit near the center. 
[J^The Chicago, L. Shore & Eastern Ry. 70-ft. turntable pit is 
shown in Fig. 261. The foundations are of concrete and the floor 
of the pit is of cinders graded to drain to sump pit. The table is 
of the Pratt hinged type. 

The Chicago, & N. W. Ry. 80-ft. turntable pit is shown in Fig. 
262. The foundations are of concrete, with piles supporting the 
center pedestal, cut stone being used for the pedestal seat. On 
the center pier the average pressure per square foot is 6000 lbs. 
and the average pressure per pile 32,000 lbs. For the main walls 
the average pressure per square foot is 2300 lbs. The bottom 
of the footings may be varied and determined by local con- 
ditions. The floor may be of concrete, brick or cinders graded 
to drain. 

The C. M. & St. P. Ry. 85-ft. turntable is shown in Fig. 263. 
The foundations are of concrete with a stepped footing around 
the circular wall. It wfll be noted that a recess is provided in 
the main wall for access to table wheels and should be located 
away from tracks. A casting is used to support the table on the 
center pier. A section for concrete pit with wooden wall is also 
shown. 



5-44 



70-FOOT TURNTABLE. 



i^A 



J« 



i5i 











1 1 'iij--'=kLr-'.v-t 



_t 



->ft,^ 



Xin- 



-^>^-< — K:0,5^ 



<^),^->' 









-9T 



^ 



\" Jpi^^t- ^ CD 



to 



-FOOT TURNTABLE. 



545 




4 



\< -A6 >^ 




.jt_- 













o 

00 






o 

c3 
O 

• i-H 



CD 



546 



COST OF TURXT.\BLES. 




DECK T« 



HALFTHRaTUPJ 



The cost and design of a number of turntables follow: 



COST OF TrRNTABLZ? 



1 


KndoftabfeL 


Baihny. 


iomidliona. | zeadyfor 
rafl. 


70 
75 
80 
80 
80 
70 
80 
70 
70 
So 
100 


Dr :k I'late 

x^r:- plate 

Through plate 

Through plate 

Through plate 

Deck plate 

Deck plate 

Through plate 

Through plate 

Deck plate 
Deck plate 


Chic, it X. W. 
Phil. «t Reading 
Xor. Pacific 
Xor. Pacific 
Col. (k Southern 

B. i M. Rv. 

X. y. X. H. Jc H. 

C. p. R. 
C. P. R. 
C. P. R. 

c. c ±o. 


Concrete 

Concrete 

Concrete 

Concrete 

Concrete 

Concrete 

Concrete 

Concrete 

Wood 

Concrete 

Concrete 


$7,332 
7.785 
7:600* 
6,750 
6,390 
6,500 
9,000 
7.700 
4.SJJ0 
9.000 

10.000^ 



t TTio-r ccct iie :o exeavatkm 



bebig draein 



APPROXDL\TE COST OF MOTOR DRT^^ES FOR TURNTABLES. 



Kind. 



Horsepower. 



Electric , 20 H. P. 

Electric 

Gasoline 

Air 



8H.P. 



Name. 



Coet. 



Induction motor. 2«>j v. 2 pha^e $1500 

Xicols tractor (Nor. Pac.J 1223 

Gasoline motor [ 1000 

X. P. Rv. 470 



85-FOOT TURNTABLE. 



547 




sip„o,s Ti 









548 TURNTABLE DRI\"ES. 

Turntable Motor Drives. — Where many locomotives are 
handled the work of a turntable is usualh' intermittent, rushing 
for a short period and then at a standstill. To expedite the 
movement during the rush period it is ver}' important to do 
the work in the shortest time possible. The length of time 
required to turn the table b}' hand depends largely on the num- 
ber of hands available to do the turning and even with the 
handles full the work cannot be done as quickly as with a motor, 
and the three types in use are electric, gasoline and air. 

Electric Motors. — Where generators are installed in the en- 
gine house or machine shop close by, or where electric power 
can be obtained cheaply, the electric motor is usually installed 
and though higher in first cost it is low in maintenance. The 
feed ^ires are run underground in conduit and brought up in 
the center of the turntable to a collecting switch arranged so 
that contact is made in all positions of the turntable, the motor 
being mounted on the center of the turntable and connected 
direct. 

Approximate Cost. 

20-horsepower induction motor 200 volts 

2 phase 60 cycles, installed complete . . . $1500 
Cost of operating and power averages ... 10 per month 

Northern Pac. Ry. — Electric tractor cost SI 104.37; installa- 
tion. Silo. 86; total, 81220.23. 

Gasoline Motor. — Approximate cost. 8 horsepower gasoline 
engine operating a 6o-ft. table at Reading on the Phila. & Read- 
ing Ry. cost about SlOO and turned from 75 to 80 engines per 
24 hours at a cost of S165 per month. This includes labor, oil, 
gasoline and repairs. 

Air Motor. — The air motor is said to be very efficient if 
properly installed and arranged to take proper adhesion on 
circular wall. The supply of air is obtained from the locomo- 
tives or from the air reser^^oir near-b}". On account of the time 
required in making couplings, the air motor is slower in operation 
than the electric or gasoline machine. 

Northern Pac. Ry. — Air motor in use at Jamestown, X. D., 
cost at St. Paul, §450; installation, S19.81; total, $469.81. 



BOILER HOUSES. ' 549 

Boiler Houses and Machine Shops. 

The ordinary boiler house is usually built behind the engine 
house, or as an annex to it, principally to supply steam, air, and 
water to the engine house proper, and incidentally to supply 
heating for other buildings and cars in the yard if necessary. 
For a medium sized locomotive terminal the building generally 
consists of machine, engine, and boiler rooms, with locomotive 
foreman's offices, registry room, and lavatory on one side of 
the machine room, having a small gallery for light stores over. 
The boiler room is made sufficiently large to hold two or three 
batteries of boilers, with a coal bin on one side which is filled 
from cars through the openings above. 

Approximate Cost. (Fig. 264.) — The average cost of boiler 
houses for the building only ranges from $1.75 to $2.50 per 
square foot; for the one illustrated the cost would be $6000 to 
$7000. 

For boilers and equipment 100 to 150 per cent extra. 

Two 100-horsepower boilers erected complete $3500 to $4000. 

Engine room equipment $3000 to $5000. 

Construction. — Masonry foundation walls to five feet below 
ground, face walls common brick, stone, or concrete, with arches 
over doors and windows. Roof 8'' X 14'' beams at 8-ft. centers, 
covered with 3-in. plank, and tar and gravel on top. Office 
inside finished with hardwood floor, ordinary trim, and plastered 
walls and ceilings. 

Machine room: hardwood floor, walls and woodwork white- 
washed; boiler room: brick floor, with wood plank over coal bin, 
walls and woodwork whitewashed. 

The ordinary locomotive type of boiler is generally used in 
units of 100 horsepower, with mechanical draft or large chimney, 
the boiler room being made large enough to hold an additional 
boiler in case of future extension. 

The machine room equipment generally consists of an engine 
and air compressor and a small lathe, planer and saw, with 
benches fitted up for convenient use. 



550 



BOILER HOUSE AXD MACHIXE SHOP. 







ELEVATION 



Machine Room 



Cdal 






z.-- 



Office 




Boilei:^ 



PLAN 
Fie. 2W. Boiler House. 



BOILER HOUSE CHIMNEYS. 551 

Boiler House Chimneys. — The ordinary boiler house chim- 
ney stacks are sometimes built of steel, but where the boiler 
capacity is fairly large permanent chimneys are erected. 

The steel stacks are usually independent, one being supplied 
for each boiler, and an ordinary size for 100 to 125 horsepower 
boiler is 30 in. diameter by 80 ft. high. They usually last from 
two to three years. 

The permanent chimneys are built to accommodate the maxi^ 
mum number of boilers likely to be used, and it is preferable to 
do this even though the chimney may be too large for the time 
being as they can be regulated by dampers. 

The area of the chimney for a given power varies inversely 
as the square root of the height, and the average height of an 
ordinary boiler house chimney at locomotive terminals is 125 ft. 

Cost of Chimneys. 

A steel stack 30 in. diam., 80 ft. high, for 100-125 H.P. boiler, 

will cost approximately, in place $225.00 

A permanent radial brick chimney, 100 ft. high from ground, 
54 in. clear diam. at top and 5 ft. deep foundation under the 
ground for 400 H.P., will cost approximately 2200.00 

A permanent radial tile chimney, 125 ft. high from ground, 66 in. 
clear diam. at top and 5 ft. deep foundation under ground for 
600 H.P., will cost approximately 3000.00 

An older type of brick chimney for a terminal boiler house, 48 
sq. in. opening at top and 113 ft. high from boiler house floor to 
top of chimney, cost 3500 . 00 

A brick chimney for a grain elevator, 48 sq. in. opening at top and 

150 ft. high from floor line to top of chimney, cost 4500.00 

Fig. 265 illustrates a Weber reinforced concrete chimney built 
on the 111. Cent. R. R. at Centraha, 111., to accommodate a 
total boiler capacity of about 1500 H.P. The chimney is 90 
in. diam. at top and 212 ft. high. The approximate cost is 
estimated at 5000.00 



552 



CX)NXRETE CHIMNEYS 



' '1 




^a 


~ 




■-- - ^ 


~i= ■. 








k:: 








'A 

i 




SE3T DN AT£ASE 

oforoeisent 
_. : e: 3t^Tw. Bars at 12'ctzs. 
Set J^Tw. Bate at Cctrs. 



Fig. 265. Weber Reinforced Concrete Chimney. 



STOREHOUSES. 



553 



Storehouses. — At divisional, terminal, and other points store- 
houses are necessary to receive and store supplies for engine, car, 
and general service, for repair and operating purposes. It is 
important that its location provide facilities for receiving and 
shipping heavy material at a minimum cost for switching and 
handling. 

On account of the class of equipment handled, a fire, while 
it may be covered by insurance, does not take care of the loss 
by not having the material to take care of running repairs. 

The house is usually a frame structure on masonry, cedar sill, 
or post foundation, divided up with shelving and racks to hold 
the miscellaneous articles usually kept in stock, with an office in 
one corner for the storekeeper; to this may be added a counter 
if desired. 

Sometimes the store and oil house are combined, or the oil 
house is placed in close proximity to the storehouse so that 
both can be looked after by the storekeeper. 



APPROXIMATE COST OF STOREHOUSES COMPLETE, INCLUDING PLAT- 
FORMS, ETC. (Fig. 266.) 



Size. 


Wood foundation and floor. 


Concrete foundation and 
concrete floor. 


30'X30'Xl3'high 
45'X30'Xl3'high 
60'X30'Xl3'high 


$900.00 to $1200.00 
1300.00 to 1500.00 
1800.00 to 2100.00 


$1500.00 to $1800.00 
2100.00 to 2500.00 
2800.00 to 3300.00 



Construction. — Fig. 62 illustrates a small storehouse 30' X 30' 
with platform. The house can be extended by adding 15-ft. 
bays. 

Concrete foundations taken below frost, walls filled between 
with sand or good ballast well puddled and finished on top with 
concrete or wood floor. Framing consists of 2'' X 6'' studs 2-ft. 
centers, with 1-in. rough boards and siding, and building paper 
between on the outside and sheathed on the inside. The roof is 
made of 4'' X 12'' rafters at 7 ft. 6 in. centers, covered with 
3-in. plank and tar and gravel. Shelvings and racks are pro- 
vided to suit the class of goods kept in stock. 



□: 



6x8 






(554) 



SECTION 

Fig. 266. Storehouse. 



COST OF STOREHOUSES. 
Approximate estimate: (Fig. 266.) 



555 



Quantities. 



50 cubic yards excavation 

54 cubic yards masonry (rubble) 

14,500 feet B. M. lumber, per thousand. . 

Doors and windows 

Hardware 

Roofing 

900 square feet concrete floor and filling. 

Brick chimney 

Painting and glazing 

Shelving 



Mate- 
rial. 



$2.00 
18.00 
42.50 
20.00 
24.00 

o:o8 

8.00 

20.00 

100.00 



Labor. 



$3.00 
17.00 
20.00 
15.00 
26.00 
0.12 
12.00 
25.00 
70.00 



Total 
unit. 



$0.50 

5.00 

35.00 



0.20 



Supervision and contingencies, 



900 square feet platform at 15|z5 . 
Total 



Cost. 



$25.00 

270.00 

507.50 

62.50 

35.00 

50.00 

180.00 

20.00 

45.00 

170.00 



$1364.00 
136.00 



$1500.00 
135.00 



$1635.00 



. 65 per square foot with masonry foundation and concrete floor. 
.50 per square foot with masonry foundation and wood floor. 
.25 per square foot with wood foundation and wood floor. 



1 J 


1 




1 




DDD 
DDD 


i 




1 








1 




1 




piVWT'^, 



Fig. 267. R. S. A. Arrangement of Sub-storehouse. 

A one-story house recommended by the Railway Storekeepers 
Association is shown, Fig. 267. 

The office is located at the front of the house; the size should 
be sufficient to accommodate the help required, allowing 64 sq. ft. 



556 OIL AND STOREHOUSES. 

for each clerk. No basement is shown, but if it is necessary to 
take care of hose and material that deteriorates if kept in too 
dry a place, a basement is a great convenience and when built 
should have an independent entrance from the outside as well 
as a stair and hoist inside. 

In addition to the storeroom, an oil cellar located some dis- 
tance from the storehouse and connected by a platform is 
provided at one end with the oil pump-room located in the 
storehouse. 

The material racks and bins all run crosswise of the house 
with an aisle up the center; the door space is reserved in the 
center for receiving and shipping material. 

The width, height, length and general dimensions will vary 
to suit the requirements. 

Oil and Storehouses. 

Oil Houses. — Oil houses are necessary on railroads to store 
and handle the various oils required for engine, car, and shop 
service. 

The most common arrangement consists of a frame or masonry 
shed with basement and platform, located alongside a track in 
convenient proximity to the various departments to be served. 

Usuall}^ steel tanks are provided for storing the oil, varying in 
capacity from 500 to 2000 gallons or more; they are set up on 
concrete supports in the basement, so that they can be easily 
examined and cleaned. 

When the supply is brought by barrels, they are dumped over 
fillers inside the house or outside on the platform if desired; 
when filled from car service tanks, the pipes are extended under 
the platform and provided with stop cocks and hose connections 
as per Fig. 268. 

The floor over the basement is usually heavy plank not less 
than 3 in. thick, or reinforced concrete. A trap door and small 
ship ladder are necessary to gain access to the basement, the 
trap door and frame being made fireproof. No other openings 
are provided, electric light being used when desired for inspection 
purposes. 

The tanks are generally ventilated by a pipe connecting each 




PLAN 



,i"T. & G- Boards 



Tar and Gravel 



^^i 




SECTION 

Fig. 268. Oil House. 



(567) 



558 



COST OF FRAME OIL HOUSE. 



tank, with a main riser taken above the roof, to allow escape of 
air and gases. 

The floor above the basement is used for the distribution of 
oil to employees; each tank is connected to a hand or power 
pump; the pumps are grouped together and set up conveniently 
in one corner of the house with oil stands, trays, and drip pans, 
and a counter with waste bins and can racks is placed where 
most convenient. 

APPROXIMATE COST OF OIL HOUSES COMPLETE. (Fig. 268.) 



Size. 


Concrete foundation and 
floor, wood platform. 


30'X20'X12'high 
45'X20'Xl2'high 
60'X21'Xl2'high 


$1500 to $1900 
2500 to 2900 
3000 to 3900 



Construction. — The chief points to be considered in the con- 
struction are to eliminate the risk of fire, to provide ample 
storage and convenient means for filling the tanks either from 
barrels or oil cars, and to provide proper facilities for handling, 
pumping, and distribution. 

Fig. 268 illustrates a 30' X 30' oil house with steel tanks in 
basement. 

The foundation walls up to platform level, also basement floor, 
are of concrete; the oil house floor may be of reinforced concrete 
or heavy plank. The house frame is 2" X 6'' studs at 2-ft. 
centers with rough boarding and shiplap with building paper 
between on the outside, and 1-in. sheathing on the inside. The 
roof is 2'^ X 8" joists at 2-ft. centers covered with 1-in. T. & G. 
boards and finished with tar and gravel. 

The platform on the track side is supported on 8-in. diameter 
cedar posts on mud sills, with 2" X 10'' joists at 24-in. centers 
covered with 3-in. plank. 

The tanks are made of steel boiler plate with pipe connections 
and hand hole with valve for cleaning purposes, and have the 
following capacity: 

Four feet 6 in. diameter, J in. thick metal, 12 ft. long, 1200 gal. 

Four feet 3 in. diameter, i in. thick metal, 12 ft. long, 1000 
gal. 



BRICK OIL HOUSE. 



559 



Three feet 3 in. diameter, t\ in. thick metal, 12 ft. long, 600 gal. 
Three feet diameter, t\ in. thick metal, 12 ft. long, 500 gal. 
Approximate estimate of cost: (Fig. 268.) 



Quantities. 



68 cubic yards excavation 

53 cubic yards masonry 

23 cubic yards concrete 

7000 feet B. M. lumber, per thousand 

Doors and windows 

5 squares roofing, per square (100 square feet) 

Hardware and reinforcement 

Painting and glazing 

5 tanks, capacity 4100 gallons 

Pumps, piping, connections, and fittings. . . . 
Steam coils 



Mate- 
rial. 



3 

18 

50 

2 

75 

25 

280 

100 

16 



50 
00 
00 
00 
50 
00 
00 
00 
00 
00 



Labor. 



$3.50 

3.50 

17.00 

35.00 

2.50 

47.00 

30.00 

296.00 

63.00 

12.00 



Total 
unit. 



$0.50 
6.00 
6.50 

35.00 

's^oo 



Supervision and contingencies 

Total 

or about $3 per square foot or 16|^ per cubic foot. 



Cost. 



$34.00 
318.00 
149.00 
245.00 

85.00 

25.00 
122.00 

55.00 
576.00 
163.00 

28.00 



$1800.00 
180.00 



$1980.00 



Oil House, K. C. S. Ry., Pittsburg, Kan. — Oil house, K. C. 
Southern Ry., Fig. 269, has a number of interesting features. 
It provides for the storage and distribution of oils and waste 
for the terminal at which it is situated only, and includes a base- 
ment that is built out to the platform edge of reinforced concrete; 
this portion is 59 ft. by about 38 ft., while the upper portion 
of the house is about 41J' X 14' wide. The platform is 4 ft. 
above base of rail and the floor of the basement 7 ft. below 
grade. A double incline paved with brick proves a convenient 
means of traffic between platform and basement. The approxi- 
mate estimate cost of this building complete under ordinary 
conditions would be about $6500. This includes the platforms 
and approaches as well as all interior fittings. 



-1^6-^ 




I 



C^ 



fcr 



WEST ELEVATION OIL, HOUSE 

. Fig. 269. K. City S. Ry., Pittsburg, Kan. 



560 



BRICK OIL HOUSE. 




c 
a 

do 

Si 
CO 



P5 
d 



13 
O 



o 

Oi 
CO 
(N 

bb 



STORE AND OIL HOUSE. 



561 



C. P. R. Standard Store and Oil House. — A very compact 
type of store and oil house is shown, Fig. 270. The building is 
20 ft. deep by 30 ft. in length; the next size is 30' X 30^ then 
30' X 40', etc. The basement is built entirely of concrete, but 
the upper part of the building and the platform is built of wood. 
The layout of the oil tanks and pumps are arranged for the 
installation of the Bowser system of automatic control and 
self-measuring devices. The floor is of mill construction at the 
platform level and consists of 2" X 4" timbers on edge, covered 
on top with No. 28 gauge galvanized iron. The general con- 
struction is plainly shown on the illustration and the approxi- 
mate cost for various sizes are estimated as follows: 

20 ft. by 30 ft $2100 

30 ft. by 30 ft $3100 

40 ft. by 30 ft : $4200 



1x8 Fascia Moulding 
2-2"x 4^ 



No. £8 6. Galv. Iron 
Elashing with dip. 
^e I in J2 




1 Sheathing T.G. & Vd. 
l\ 4''StudB at 2'0"oM. 
fa?i & G. Rough Boards 
Tar Paper 
Drop Siding 

^IJ^'x 8'3aseboard 
■^Floor Co-yered with 
:^^o. ;;8 G. Galv. iron 
2x4 Plank Floor oa edge 



3 Concrete Floor 



[. I \'V.. T^T^ -'-jLj^" Cement Finish, 



Capaciity of Tanks 

1-1000 Gallon Tank for Engine Oil 

" '• Headlight Oil 



Car 

Signal 

Valve 



TANK ROOM PLAN 



Fig. 270. C. P. R. Store and Oil House. 



562 LOCOMOTIVE AND CAR SHOPS. 

Locomotive and Car Shops. — The grouping of shops for the 
manufacture of cars and locomotives as well as their repair and 
maintenance has been given a great deal of attention and con- 
siderable study during the past few years by specialists in con- 
junction with railway engineers, and while the shops are com- 
mon in regard to their use there cannot be said to be any typical 
plans that will suit all conditions ; as a rule what serves the pur- 
pose at one point may be totally and entirely wrong at another 
place; varying conditions and a great variety of reasons require 
that each case be studied out and designed to meet the require- 
ments desired and necessary to fit the situation. 

The tendency in shop buildings has been to group and corre- 
late each department; to centralize power, and to cut down 
traffic of men and material in operation, and to so arrange the 
layout as will best suit, the conditions and locality in which the 
shops are situated. 

In general it may be said that the layout usually arranges 
itself around the locomotive machine and erecting shop as this 
is the most important and largest building in the group. 

A group of buildings of this character though built some 
years ago and considerably extended in 1913 is the C. P. R. 
Angus Shops at Montreal, Fig. 271, also the New York Central 
Shops, West Albany, N. Y., Fig. 272. In these layouts it may 
be mentioned that a transfer table is used for the handling of 
equipment and material supplemented with traveling cranes, 
but the tendency at the present time is to discard the transfer 
table and use electric cranes almost exclusively. 

In Fig. 271 the buildings are grouped along a transverse 
avenue 80 ft. wide over which a 10-ton overhead traveling 
electric crane operates through a distance of about 1000 ft. 

A brief description of the various shops and their approxi- 
mate cost follows: 

As already mentioned, the costs of the various structures are 
those which ruled during normal times, that is, previous to 1916. 
Since that date prices have increased considerably, and conditions 
are such that no definite figures of cost data can be estabhshed 
at the present time. 



ANGUS SHOPS, MONTREAL. 



563 







O 

m 

;=! 

< 

PLJ 



j3 

o 

0) 

o 



bi) 



564 



N. Y. CENTRAL SHOPS, ALBANY, N. Y. 







yi 






o 
o 

c: 

o 
O 






BLACKSMITH SHOP. 565 

Blacksmith Shop. — Masonry foundations, brick walls with 
pressed brick facing, door and window sills stone, steel posts, 
trusses, and purlins, wood rafters covered with 3-in. plank and 
tar and gravel roof. 

Skyhghts over the center running the full length of shop. 
Floor, 12 in. cinders. Lavatory and office accommodation in- 
side shop, ground floor. 

The building is L-shaped, with extreme dimensions 434' X 300', 
one wing being 146 ft. and the other 130 ft. wide. 

The building is opposite the gray iron foundry and car machine 
shop, with the long side facing the midway. In the interior of 
the building the wings have " hip " roofs, and each divides into 
three equal aisles by row of columns supporting the roof trusses. 
The center aisle has a clerestory equal to the width of the trusses. 
The building covers an area of 83,600 sq. ft., and is equipped 
with tools and furnaces for working iron. The furnaces all use 
oil fuel, so that there is little smoke, and the ventilation is 
obtained by overhead pipes connected with large exhaust fans 
driven by electric motors. The larger hammers, punches, and 
shears are located in the small wing. There are three standard 
gauge tracks leading from the forge to the runway and overhead 
crane, and also three tracks leading from the smith shop. In 
addition there is a longitudinal track through the center of the 
long portion of the building. 

Cabinet and Upholstering Shop. — Masonry foundations, 
brick walls with pressed brick facing, door and window sills 
stone, wood posts and rafters in cabinet shop and steel posts 
and beams in storage portion and upholstering floor, roof 3-in. 
plank with tar and gravel covering. Skylights 10 ft. wide 
running lengthwise over the center of the building, which is 
62' X 500'. The cabinet shop occupies half the ground floor, 
the other half being set apart for hardwood storage; the portion 
above the hardwood storage forming a second floor is used for an 
upholstering room. The building is located convenient to the 
planing mill, the passenger car shop, and the dry kiln, and is 
equipped with hoists, stairs, and office accommodation inside, 
with a lavatory lean-to on outside of building. Ground floor, 
3-in. plank on 4" X 6" sleepers 4-ft. centers on a 12-in. cinder 
bed; upper floor, 3-in. plank on wood joists. 



566 CAR MACHINE SHOP. 

Car Machine Shop. — Masonry foundations, brick walls with 
pressed brick facing and stone trimmings for door and window 
sills, steel posts, wood trusses and rafters covered with 3-in. 
plank and tar and gravel roof, skylights in each bay 12 ft. wide 
by 60 ft. long. Floor, 3-in. plank on A!' X 6'' sleepers 4-ft. 
centers on a 12-in. cinder bed. 

The shop is 288 by 130 ft. It has three lines of track run- 
ning through it longitudinally. The cross section is divided 
into equal spans 43 ft. 4 in. by steel columns 24-ft. centers, 
which support the wooden roof trusses. A lean-to on one side 
of the building provides office, lavatory, and fan room accommo- 
dations. 

Car Truck Shop. — Masonry foundations, brick walls with 
pressed brick facing, door and window sills stone, wood posts 
and rafters covered with 3-in. plank and tar and gravel roof. 
Floor, 3-in. plank on 4'^ X 6'' sleepers 4-ft. centers on a 12-in. 
cinder bed. The shop is 82' X 434'. It is divided into three 
equal sections each 26 ft. 8 in. span at the western portion, 
where steel columns and supporting steel beams are used, while 
the eastern portion is entirely of wood construction and here 
there are four sections each 20-ft. span. The steel construction 
was used for the purpose of handling trucks from overhead 
supports. 

On one side of the building there are two 16' X 24' fan houses 
and on the opposite side two 12' X 18' lavatories and toilet 
rooms. 

Dry Kilns (soft and hard wood). Masonry foundations, 
brick walls outside, wood partitions inside, wood roof covered 
with tar and gravel. 

The dry kiln has three compartments — one for soft wood, 19' 
X 85', one for hard wood, 19' X 85', and an additional 21' X 85' 
compartment for miscellaneous work. These are equipped with 
patent heating apparatus. There are no end walls, but the 
openings are covered by canvas doors operated by an overhead 
roll like a curtain. ■* 

Foundry Iron. — Masonry foundations, brick walls faced with 
pressed brick, window and door sills stone, steel posts, trusses, 
and purhns, wood rafters covered with 3-in. plank and tar and 
gravel roof. Skylight lengthwise along center of house. Floor, 



FREIGHT CAR SHOP. 567 

3-in. plank on 4'' X 6'' sleepers and 12-in. cinder bed for the 
chipping and tumbler room, office, sand and facing room, 12 in. 
sand for the moulding floor, concrete for the blower room, and 
cinders and clay for the cupola room. 

The iron foundry is 122' X 242', located near the locomotive 
shop, with one end facing the midway. The cross section of 
the building is in three sections, the central one having a height 
of 29' to the lower side of the roof truss, and it is served by a 
traveling crane of 57-ft. span and 10 tons capacity. The side 
wings are each 30 ft. wide and 16 ft. high. Over the cupola 
room there is a second story with a storage bin and a heavy 
platform, which serves as a charging floor. This is an exten- 
sion to which the yard crane delivers pig iron and coke. This 
building covers an area of 42,700 sq. ft. 

Data of electric traveling cranes are given in Table 132. 

Freight Car Shop. — Masonry foundations, brick walls faced 
with pressed brick, door and window sills stone, steel posts 
24-ft. centers, wood trusses and rafters covered with 3-in. plank 
and tar and gravel roof, skylight over each bay. Floor, 3-in. 
plank on 4" X 6" sleepers 4-ft. centers on a 12-in. cinder bed; 
every seventh bay has a brick fire curtain wall with communi- 
cating fire doors. 

The shop is 107' X 540', and is served by a yard crane across 
one end and by four longitudinal tracks running through it. 
There are also two intermediate tracks for supplies and six trav- 
eling cranes fitted with air hoists for handling heavy material. 

On one side of the building there are two 16' X 24' fan houses 
and one 12' X 41' lavatory and one 12' X 40' office in a one- 
story lean-to. The roof trusses are supported on steel columns, 
which carry 12-in. girders for three 1-ton traveling air hoists in 
each aisle of the building. The wall girders for the crane run- 
ways are carried on steel brackets bolted through the pilasters. 

Frog and Switch Shop. — Masonry foundations, brick walls 
faced with pressed brick, window and door sills stone, steel 
columns and purlins, wood rafters covered with 3-in. plank and 
tar and gravel roof. Skylights along center of shop. Floor, 
3-in. plank on 4" X 6" sleepers at 4-ft. centers and 12" cinder 
bed. 

The shop is 102' X 264', has a single track extending through 



568 LOCOMOTIVE, ERECTING AND MACHINE SHOP. 

it, and is also served by a 33-ft. 2-ton traveling crane in two of 
the three sections into which it is divided. Data of electric 
traveling cranes are given in Table 132. 

Locomotive, Erecting and Machine Shop. — Masonry foun- 
dations, brick walls faced with pressed brick, door and window 
sills stone, steel posts and trusses, wood rafters covered with 
3-in. plank and tar and gravel roof, with skyhghts and ventila- 
tors, 3-in. plank floor on 4" X 6" sleepers at 4-ft. centers on a 
12-in. cinder bed. 

The locomotives are handled by two 60-ton cranes of 77-ft. 
span, each with 10-ton auxiliary hoist. 

In the machine shop there is one 15-ton crane of 77-ft. span, 
with a runway which is the extension of the erecting shop. All 
cranes driven by continuous-current motors at 250 volts. 

The walls of the locomotive shop are 48 ft. high to the eaves; 
they are divided into panels 22 ft. wide by pilasters which carry 
the roof trusses. Each panel has two windows 12 ft. wide and 
16 ft. high. In each roof panel there is a transverse monitor 
12' X 72', with double pitched skylight roof, and in the sides 
2' X 3' ventilating doors. 

On the east side of the shop there are four 12' X 24' one- 
story extensions, which are used as lavatories. The balcony is 
used for a sheet-iron shop and for light machinery. 

The boiler shop occupies 300 ft. of the southr end of the build- 
ing, is supplied with a 17-ft. gap hydraulic riveter, and above 
it the riveting tower, which occupies one panel of the 80-ft. 
bay, is 65 ft. from top of rail. There are two 25-ton hydraulic 
cranes. 

The shop equipment is a hydraulic triple punch and a two- 
plunger Sanger, four riveting furnaces and a flange furnace, 
hydraulic punch and shears, small hydraulic riveter, hydraulic 
pump, the machine tools served by cranes 50-ft. span, one 
15-ton and the other 10. 

The machines include a very long planer, a heavy 3-headed 
frame slotted machine and a driving wheel press and a milling 
machine for cyUnders, a four-spindle frame driUing machine 
direct driven by four motors, and one electric oil pump, 3-spindle 
cylinder borer direct driven, 10-horsepower motor, a cylinder 
planer direct driven by electric motor, large driving wheel lathe. 



PASSENGER CAR SHOP. 569 

Two 10-ton cranes for the outside runways, with one 25-horse- 
power and 8-horsepower direct-current 250-volt motors. 

One 20-ton 77-ft. crane in the boiler section of the locomo- 
tive shop, and one 10-ton 50 ft. span crane in the iron foundry, 
and one 10-ton crane in the engine room of the power plant, and 
in addition a number of small cranes and air hoists in the other 
shops. 

Data of electric traveling cranes are given in Table 132. 

Offices (Main). — Masonry foundations, brick walls faced 
with pressed brick, door and window sills stone, wood floors and 
partitions, slate roof. Interior natural finish and plastered walls 
burlapped 6 ft. high in halls. Lavatory and toilet accommo- 
dations on each floor. 

The building is 56' X 80', three stories high, with a basement 
and attic near the center of the building. The basement to be 
used for testing room, lavatory and heating apparatus, storage 
and small offices. The first floor is for clerks and storekeepers, 
the second for officials of rolling stock and car builders, and the 
third for drafting room and blue-print room. 

Passenger Car Shop (Erection and Paint). — Masonry 
foundations, brick walls faced with pressed brick, door and 
window sills stone, wood posts, and rafters covered with 3-in. 
plank and tar and gravel roof, skylights in each bay, floor 3-in. 
plank of 4' X '6 sleepers at 4-ft. centers on a 12-in. cinder 
bed. 

The passenger car erection and paint shops are each 100' X 
672', and they are served by an electric transfer table 75 ft. 
long operated by a 20-horsepower alternating-current motor. 
Each shop has 28 tracks spaced 24 ft. center to center. On 
account of the peculiarity of track approach to the shop grounds, 
necessitated by the contour of the shop yard, the transfer pit is 
placed with longitudinal axis parallel to the long shops. In the 
passenger department the cars enter the transfer table by a long 
curve from the main shop track. 

Pattern Storage. — Masonry foundation, brick walls with 
pressed brick facing, door and window sills stone, steel posts and 
rafters and reinforced concrete roof covered with tar and gravel, 
with skylights over roof. Intermediate wood posts support the 
floors. 



570 POWER HOUSE. 

Ground floor, concrete on a sand bed; first and second floors, 
heavy floor beams and 4J X SJ flooring with IJ-in. air spaces. 

The building is 50' X 100', and is three stories. Inside Hght 
only is obtained from skylights in the roof. The four exterior 
doors are covered with galvanized iron. 

Pattern Shop. — Masonry foundation, brick walls faced with 
pressed brick, window and door sills stone, wood posts, beams 
and rafters covered with 3-in. plank and tar and gravel roof. 
Ground floor, 3-in. plank on 4 X 6 sleepers 4-ft. centers and 
12-in. cinder bed. First floor, 2-in. T. & G. planks on 6'' X 12" 
joists about 4-ft. centers. 

The pattern shop is 50' X 82', two stories high, and is located 
on the midway opposite the blacksmith shop. 

Planing Mill. — Masonry foundations, brick walls faced with 
pressed brick, window and door sills stone, steel posts, wood 
trusses and rafters covered with 3-in. plank and tar and gravel 
roof, with skylights over each bay. 

Floor, 3-in. plank on 4" X 6" sleepers 4-ft. centers on 12-in. 
cinder bed. The planing mill is 126' X 500', similar in con- 
struction to the car machine shop, but has one row of columns 
which divides it into longitudinal aisles. There is a track pass- 
ing through the center of each aisle and one transverse track 
with turntables at the intersection which connects with the dry 
kiln. 

Power House. — Masonry foundation, brick walls faced with 
pressed brick, steel trusses, wood rafters covered with 3-in. 
plank and waterproof covering w4th a 2-in. air space and a cover- 
ing of IJ in. T. & G. boards on top finished with tar and gravel 
roof with skylights over. Boiler and pit duct room floors 6 in. 
concrete, engine room floor hardwood. A steel frame is placed 
around the smoke stack, leaving two feet clear on each side. 
The stack is also insulated by sheet steel and heavy asbestos 
board to guard against fire. 

The house is located near the planing mill in order to use the 
refuse lumber and shavings. The building is 101' X 168', divided 
by a longitudinal middle wall into boiler and engine room. 
The engine room is equipped with a 10-ton traveling crane. 

Engine and generator equipments are as follows: Three 750 
and one 375 horsepower cross compound horizontal Corliss en- 



POWER HOUSE. 571 

gines, making 150 revolutions per minute, direct connected to 
three 500-kilowatt and one 250-kilowatt, three-phase, 300-volt, 
alternating-current generators; two 250-kilowatt, 250-volt direct- 
current dynamos for the crane service, air compressors to supply 
air at 100 lb. pressure through one seven-inch and one two-inch 
main leading to the different shops. 

In the boiler house there are four 416-horsepower boilers 
working under a pressure of 150 lb. and one 300-horsepower 
boiler at 300 lb. working pressure used in testing locomotives; 
boilers hand stoked, equipped with shaking grates. 

There is a shaving exhaust system for supplying the boilers 
with the refuse from the planing mill. The induced system of 
draft is used on the boilers, and the stack is of steel 8 ft. in 
diameter and 70 ft. high. The induced draft is operated by 
two 10-ft. fans each making 200 revolutions per minute. Two 
economizers are used and are sufficient for the five boilers already 
installed. Further data of cost are given in Table 131. 

The boiler connects with a 12-in. header, and there are reduc- 
ing and by-pass valves provided to permit high-pressure steam 
to be used in the mains from the low-pressure battery. 

There are two 12'' X T' X 12'' and two 6" X 3J" X 6" feed 
pumps, also feed water heater. Underneath the boiler house is 
a tunnel terminating at an air hoist for lifting the ash cars to 
the surface track. The ashes are discharged to floor hoppers, 
from which they are emptied into the tunnel cars. The steam 
pipes are carried from the power house to the several buildings 
in a tunnel 6 ft. high, 4J ft. wide, built of brick. Wall brackets 
carry the live steam pipes for heating by night and exhaust 
steam by day, a high-pressure steam pipe for locomotive tests, 
the compressed air pipes, and a return pipe for drainage of all 
the heating apparatus. The steam exhaust pipes are covered 
with asbestos air cell covering wired on. A few of the smaller 
mains are carried underground in wooden boxes. The distribu- 
tion of electric power to the different shops is by bare wire on 
steel poles. 

Data of miscellaneous power house equipment are given in 
Table 131 and electric traveling cranes in Table 132. 

Stores. — Masonry foundations, brick walls faced with pressed 
brick, door and window sills stone, wood posts and rafters 



572 WHEEL FOUNDRY. 

covered with 3-in. plank and tar and gravel roof. Ground 
floor, 3-in. plank on 4" x 6" sleepers 4-ft. centers on a 12-in. 
cinder bed; second floor, 2-in. T. & G. plank on heavy joists. 

The house is 85' X 594',- and is located with one end facing 
the midway directly opposite the end of the large machine 
shop. This building is two stories high; it has wooden roof 
girders supported by three longitudinal rows of wooden columns, 
which carry a center gallery supported on joists between girders. 
The sills of the windows are 13| ft. above the floor line to allow 
for storage racks and shelves on the walls below them. The 
gallery is lighted by 12-ft. standard monitors extending the 
whole length of the building. 

Offices, scales, hoists, and lavatory and toilet accommoda- 
tion are provided on the ground floor. 

Wheel Foundry. — Masonry foundations, brick walls faced 
with pressed brick, door and window sills stone, steel posts, 
trusses, and purlins, wood rafters covered with 3-in. plank and 
tar and gravel roof; skylights in each bay; moulding floor, 12 in. 
cinders and clay. 

The foundry is located on the extreme northwest portion of 
the yard and is convenient to the freight car and truck shops. 
It is 107' X 187', and is divided into three sections transverseh', 
two of them 52 ft. 6 in. span. The cupola room, 27 ft. wide, is 
two stories, having a length of 90 ft., and fhe second floor is 
built like that on the iron foundry, having a charging floor on 
the opposite side. There is a one-story extension 12' X 27' for 
toilet room and lavatory. At each end of the building 40 ft. 
is used for the annealing pits, and this is served by a 3000-lb. 
crane, running transversely to the longitudinal axis of the build- 
ing. This building covers an area of 24,300 sq. ft. 

Electric and Telephone Installation. — There are about 200 
electric motors used in the different shops, and only 15 of them 
are of the variable-speed type. All the machine tools, cranes, 
transfer table, heating and exhaust and the various draft fans are 
motor driven. The constant-speed motors are of three-phase 
induced type, using current at 550 volts. 

In the buildings there is a mixed system of open porcelain 
cleats and slow-burning waterproof wire in the ceiling and Rich- 
mond conduits and rubber-covered wire on the side walls. Cut- 



COST DATA RAILROAD SHOPS. 



573 



out boxes are supplied for about every 100 horsepower of motor 
wire and every 10 kilowatts of lighting. The shops and yards 
are lighted with four hundred 110-volt enclosed arc lamps and 
in addition 3800 16-candlepower incandescent 110-volt lamps. 

In the passenger car shops low extension arc lamps are in- 
stalled. 

In the yard there are 50 enclosed series arc lamps. 

There is a complete telephone system using fixed telephones 
connecting to long-distance wires. 

This system is equipped with metallic circuit, electric gener- 
ators for ringing, and self-restoring drops. 



TABLE 130. — APPROXIMATE COST DATA RAILROAD SHOPS, FOUNDATIONS 

5 FEET BELOW GROUND. 



Shop name. 



Blacksmith 

Cabinet 

Car machine 

Car truck 

Dry kiln, soft wood 

Dry kiln, hard wood 

Foundry, gray iron. . ." 

Freight car 

Frog and switch 

Locomotive, boiler, erect- 
ing and machine 

Offices 

Passenger car erection 

Passenger car paint 

Pattern 

Pattern stores 

Planing mill 

Power house 

Stores general 

Wheel foundry 



Average 
width, 
length, and 
. height. 



Ft. 

146X434 and 

130X158X32 

62X580X27 

130X288X27 

82X434X20 

70X 85X16 

40X 85X16 

122X342X30 

107X540X30 

102X264X22 

163X168X50 
56X 80X54 

100X672X24 

100X672X24 
50X 82X26 
50X150X30 
50X150X30 

104X160X39^ 
85X594X33 

107X187X24 



Contents. 



Sq. ft. 

83,600 
36,900 
38,400 
36,800 
6,900 
3,700 
42,700 
59,500 
30,300 

191,300 

4,500 

69,400 

69,400 

4,100 

7,500 

63,300 

17,200 

50,500 

24,300 



Cu. ft. 

2,697,000 

954,700 

1,066,600 

763,600 

96,500 

51,700 

1,354,700 

1,829,900 

674,000 

9,520,800 
241,900 

1,752,700 

1,752,700 
135,500 
247,500 

1,835,300 
616,400 

1,653,500 
649,800 



Cost of building only. 



Total. 



$101,000 
53,000 
44,200 
38,600 
7,400 
4,200 
80,300 
76,700 
29,700 

497,200 
27,700 
69,000 
75,800 
7,400 
17,300 
64,400 
84,700 
88,100 
46,700 



Sq. ft. 



$1.20 
1.43 
1.15 
1.05 
1.05 
1.11 
1.90 
1.28 
0.99 

2.60 
6.20 
1.00 
1.07 
1.80 
2.31 
1.33 
4.92 
1.75 
1.93 



Cu. ft. 



Cents. 

31 
5§ 
4§ 
5 



6 

4| 

5i 
12 
31 

4i 
51 

n 

4 

1* 

51 



Equip- 
ment add 
per cent 
of total 
cost.* 



Per cent. 

-30 
25 
25 
20 
90 
90 
40 
25 
30 

10 

35 

35 

35 

25 
5 

30 
500 

20 
100 



* Equipment includes heating, plumbing, fire protection, cranes, elevators, electric wires and 
lighting. 



The foregoing prices are for shops built previous to 1915; since 
that date, owing to abnormal conditions, the prices have increased 
from 50 to 75 per cent. This refers also to the cost data given in 
Tables 131, 132 and 133. 



574 



COST DATA RAILROAD SHOPS, 



TABLE 131. — DATA OF MISCELLANEOUS POWER HOUSE EQUIPMENT. 



Equipment. 



Boilers and stokers 

Generators 

Engines 

Compressors 

Economizers 

Induced draft 

Asli-handling awjaratus. 

Piping.. 

Switchboard 

Feed pumps 

Shaving feed and storage 

Total 



$312,300 



Approximate cost 


Approximate cost 


in place. 


per unit. 


88,500 


$27.50 per B.H. P. 


50,600 


22 . 48 per Kw. 


68,000 


20.88 per H.P. 


15,400 




10,500 




11,500 




1,500 




27,000 




28,000 




2,500 




8,800 





Rated H.P. boilers, 3219; engines, 3265; Kw., 2250. 



TABLE 132. — SHOP ELECTRIC TRAVELING CRANES. 



Shop location. 



Erecting . 
Machine. 
Machine. 
Boiler. . . 
Midway. 
Foundry 
Foundry 
Foundry 
Frog 



Capacity. 



10 



Ft. 
76^ 
52 
52 
76^ 
77 
60 
60 
30 
30 



Ft. 

25^ 

25^ 

25^ 

25i 

30 

30 

22 

12 

20 



Motors H.P. 
D.C. 250 volts. 



Speeds in ft. 

per minute 

loaded. 



100 
125 
150 
100 
125 
100 
100 



W 



250 
300 
300 
250 
250 
350 
350 
200 
200 



O 



Ft. 

24^ 
25^ 
25-J 



c3 0) 

•a <u 



Dols. 

29,200 
5,800 
5,300 
9,500 
5,100 
5,000 
5,200 
2,500 
2,000 



TABLE 133. — ORDINARY YARD LIFT STEAM CRANES WITH BOILERS. 



Capacity. 


Radius. 


Approximate cost 
erected. 


Tons. 

U 

2 

2 


25 
20 
25 


$2000 to $2500 
1800 to 3000 
2500 to 3500 



Transfer Table 75 tons capacity, 75 feet long, complete with 550-volt motor A.C., travel 
125 feet per minute loaded, 300 feet per minute light (cable J inch), $5500 to $6500 erected, without 
foundations. 



INDEX. 



A PAGE 

Abutments — 

bridge '. 83 

crib 101 

Anchors, rail 196 

Annual cost of ties 178 

A, R. A. rail 5 

A. R. E. A. rail 4 

A. S. C. E. raU 4 

Ash pits 529 

B 

Ballast 239 

Ballast floor trestles 129 

Boiler houses ^ 549 

Bolts and nut locks 193 

Bolts and rail joints 10 

Boring tools : 38, 39 

Box car bunk houses 357 

Bridges — 

abutments 83, 84 

numbers 299 

piers 85, 86, 87, 88, 89, 90, 91, 92, 93 

unit stresses 106 

warning 307 

weight of highway 34 

weight of railway 29 

Building loads 27, 28 

Bumping posts 232 

Bunk houses 352 

Bunks, iron 354 

C 

Canopies 335 

Car stops 202 

Cast iron pipes 142, 432 

Cattle guards 269 

Chimnies, boiler 551 



PAGE 

Close board fence 275 

Coaling stations 472 

Cold storage. 415 

Concrete — 

overhead bridge 121 

pipe 139 

trestles 135 

Cost of — • 

■ anchors, rail 197 

ballast 242 

boilers 452 

buildings 24 

cast iron pipe 431 

cattle guards 271 

chimnies, boiler 551 

cleaning ballast 248 

clearing 47 

coaling stations 482 

cranes 389, 423 

cross waying 48 

crossovers 17, 122, 226, 286 

cribwaUs 99 

culvert numbers 300 

;culverts . . 128, 138, 140, 142, 143, 
144, 145, 150, 162 

cut spikes 198 

diamonds 235 

engine houses 501 

equipment 51, 61 

fences 264 

fill and excavation 55 

filled viaducts 167 

gates and tower 296 

ice houses 397 

locomotive and car shops. . . . 573 

mail cranes 424 

platforms 378 



575 



576 



INDEX. 



PAGE 

Cost of — continued 

rail 188 

rail anchors 197 

railroads 40 

railroad shops 573 

retaming walls 95 

roads and streets 59 

sheds, freight 366 

steam pumps 452 

steel spans 103 

steel viaduct 164 

storehouses 555 

street bridges 109 

subways 33, 78 

switches 215 

switch ties 17,228 

tie plugs 253 

ties 174 

tie tamping 252 

track 14 

track scales 394 

train service 50 

treating ties 182 

trestles 128 

tunnels 71 

turnouts 16, 211 

turntables 545 

water tanks 444 

wooden bridges 116 

Crib abutments 101 

Culverts 137 

D 

Dams 469 

Dead load, railway 105 

Deck and thro trusses 104 

Deck plate girders 102 

Derails 230 

Diamonds 235 

Drain, tile 49, 255 

Draw bridges 104, 106 

E 

Estimating prices — 

concrete culverts, 152, 153, 154, 155, 
157, 158, 159, 160, 161, 162 



PAGE 

Estimating prices — continued 

for buildings 24, 25, 26 

pile and frame trestles .... 128, 129 

pipe culverts 137, 140 

spikes 199 

switches 215 

track work and material .... 12 

weight, steel trestles 30 

Electric light standards 324 

Electric motor trucks 385 

Elevated structure 163 

Elevation posts 306 

Engine houses , 495 

Equating track values. ...'.... 257 

Equipment rental 51 

Excavation, cost of 55 

F 

Farm crossing gates 267 

Farm crossings 286 

Feet — 

of rail into tons 6 

in decimals of a mile 8 

Fences — 

open 276 

portable 276 

snow 275 

■wdre 263 

Fill, cost of 55 

Flagman's cabin 294 

Frame stations 317 

Frame trestles 126, 129 

Freight scales 386 

Freight sheds 361 

Freight yard cranes 390 

Frogs 219 

Fuel stations 472 

G 

Gates, farm crossing 267 

Grade separation 52 

Grading 47 

Gravel ballast sections 243 

Gravity retaining walls 35 

Guards, bridge and trestle 108 



INDEX. 



577 



PAGE 

H 

Half deck girders 102 

Haul 47 

Highway bridges 34, 109 

Highway crossing alarm 290 

Holding power of spikes 203, 204 

Houses — 

bunk 352 

freight 361 

ice..-. 396 

pump 465 

rest 350 

scale 395 

section 343 

station . 311 

tool 339 

Howe trusses 121 

I 

Ice houses 396 

Inbound sheds 362 

Inspection pits . .' 528 

Interlockers 236 

Interlocking towers 237 

L 

Loading platforms 383 

Locomotive and car shops 562 

Log cribs 100 

Log station 314 

Life — 

of frogs 224 

of ties 175 

Live loads, railway 104 

M 

Manganese frogs 225 

Mechanical coal stations 478 

Mile board 302 

Motor and hand cars 259 

O 

Oil and storehouse 556 

Open viaducts 163 

Ordinates of curves, bridge. ... 107 



PAGE 

Outbound sheds 364 

Overhead farm crossings 287 

P 

Passenger — 

platforms 334, 376 

stations 311 

Paving 381 

Picket fence 277 

Pile trestles 126, 128 

Pihng 48 

Pipe culvert 49 

Platform shelters 336 

Platforms, freight 376, 381 

Point switches 216 

Portable scales 385 

Properties of frogs 220 

Properties of rail 4 

Public road crossings 288 

Pumps 449 

R 

Rail 184,251 

Rail anchors 196 

RaU concrete culverts 145 

Rail, feet into tons 6 

Rail joints 190 

Rail joints and bolts 10 

Rail loading and unloading .... 250 

Rail properties 4 

Rail rack posts 306 

Rail renewals 21 

Rail, tons into track miles 7 

Railway bridges 29, 102 

Railway crossing signs 302 

Reballasting 247 

Reinforced concrete culverts. . . 150 

Rental for equipment 51, 61 

Rest houses 350 

Retaining walls — 

gravity 35, 58, 95 

reinforced 36 

Right of way fences 263 

Roadway, widths of 46 



04 



■8 



INDEX. 



PAGE 



PAGE 



Safety crossing gates 291 

Sand fences 275 

Sand towers 4S1, 491 

Scales, freight 3So, 386 

Scales, track 391 

Screw spikes 200 

Section forces 261 

Section houses 343 

Section post sign 301 

Sheds, freight 361 

Shelters 321,336 

Shops, railroad 562 

Signs 2S6 

Smoke jacks 509 

Snow fences 275 

Snowplow and flanger signs. . . . 300 

Snow sheds 275 

Spikes 19S 

Stand, switch 217 

Standpipes 461 

Station buildings 311 

Station canopies 335 

Station mile board 303 

Steam shovelwork 56 

Steel bumping pest 234 

Steel tanks 446 

Steel ties 182 

Stock yards 419 

Stone ballast 246 

Stone box culverts 144 

Stop and slow post signs 300 

Store and oil houses 556 

Storehouses 553 

Street grades 58 

Subways 76 

Subways, weight of steel 34 

Surfacing 250 

Switches 215 

Switch leads 213 

Switch ties — 

for crossovers 23 

for turnouts 22 

Switch ties, common 171 



Tables: Rail Dimensions and 

Properties 4 

boring tools 38, 39 

building Uve and dead loads. 27, 28 

cost of rail and arch culverts 37 

crossovers 17 

elements wooden beams 32 

estimating prices, track work 12 
estimating prices for build- 
ings 26 

feet in decimals of a mile .... 8 

feet of rail into tons 6 

quantities, bridge abutments 84 

bridge piers 86 

quantities, gravity retaining 

walls 35 

quantities, reinforced retain- 
ing walls 36 

rail joints and bolts 10 

structural material and esti- 
mates 24, 25 

switch ties for turnouts 22 

tons of rail into track miles. . 7 

track material per 100 feet . . 20 

track material per mile 20 

turnout quantities 16, 18 

weight, steel work on subways 33 

steel, highway bridges 34 

weights, railway bridges 29 

steel trestles 30 

wooden trestles 31 

Tanks, water 436 

Throwing track 252 

Tie plates 205 

Tie plugs 253 

Ties 171.172 

Tie tamping 252 

Tile drains 255 

Tile pipe culvert 138 

Tons of rail into track miles ... 7 

Tool equipment 258 

Tool houses 339 

Tower — 

crossing 295 



INDEX. 



579 



PAGE 

Tower — continued 

interlocking 236 

Track, cost above subgrade. ... 14 
Track material and estimates. . 18 
Track material per 100 feet and 

per mile 20 

Track depression 54, 55, 57 

Track elevation 54, 57 

Tracklaying 49, 250 

Track scales 391 

Track signs 297 

Track spikes 202 

Track tanks 425 

Track work and material prices 12, 18 

Train service 50 

Train sheds 326 

Transfer, platform 368 

Treated ties 179 

Trestle number 305 

Trestles, steel 30 

Trestles, wood 31, 126 

Trespass sign 305 

Trucking, cross 367 

Tunnels 62 

Turnouts 16, 208 

Turntables 539 



PAGE 

U 

Unit prices 45 

V 

Valuation cost of railways 42 

Viaducts, retaining walls 167 

W 

Wagon scales 388 

Watchman's cabin 294, 360 

Water stations 426 

Water tanks 436 

Weeding track 254 

Weight — 

of steel railway bridges 29 

of steel subways 33 

Whistle post 202 

Wood cattle guards 271 

Wood snow fences 275 

Wooden — 

trestles 31 

beams, elements 32 

Wooden bridges 121 

Y 

Yard cranes 389 

Yard stock 421 



